United States Patent
`5,157,610
`Asano et al.
`Oct. 20, 1992
`[45] Date of Patent:
`
`[11] Patent Number:
`
`[:91
`
`||l|||||||||l|llllllll||||l||||ll||||l|l||lilll||ll||||l|Illlllllllllllllll
`US005‘.|576lDA
`
`OTHER PUBLICATIONS
`
`IEEE Spectrum, vol. 23, No. 6, Jun. 1986, New York
`US pp. 53-59.
`
`Primary Exami'ner«—-Thomas G. Black
`
`[57]
`
`ABSl'RACI'
`
`A system and method for load sharing processing oper-
`ations between a vehicle mounted station (105) and a
`stationary base station (25) having a large capacity host
`computer is described. The vehicle mounted station has
`detectors for determining operating conditions of a
`vehicle and controllers (3, 4, 501) for varying the oper-
`ating conditions. The controllers are connected to a
`transmitter-receiver {5} which is arranged to communi-
`cate over a path (10) with a transmitter-receiver (ll) of
`the base station. The base station has a host computer
`(18) having a large memory capacity. At predetermined
`intervals. for example. distance of travel or at engine
`stop,
`the vehicle transmitter (5) transmits operating
`conditions to the base receiver (11) for data processing
`and the base transmitter (11) then transmits processed
`data back to the vehicle receiver (5), whereupon the
`controllers (3, 4, 501) modify the vehicle operating
`conditions. The vehicle operating conditions may be an
`indication of life expectancy of fuel injectors or sensors,
`updating data processing maps. The presence of abnor-
`mal operating conditions may be detected by the vehi-
`cle mounted station. evaluated by the base station and
`an emergency warning indication provided back to the
`vehicle mounted station, or if the abnonnal condition is
`not of an emergency nature then counter measures are
`transmitted from the base station to the vehicle
`mounted station.
`
`20 Claims, 11 Drawing Sheets
`
`[54] SYSTEM AND METHOD OF LOAD
`SHARING CONTROL FOR AUTOMOBILE
`
`[T5]
`
`Inventors: Seiji Asano, Matsuta; Keno Katogi,
`Hitachi; To-siiio Furulutshi, Mito;
`SlI.i.z1t|:isa Watanabe, Katsuta;
`Kiyoshi Mini-a, Ibaralti, all of Japan
`
`['.-'3] Assignee: Hitachi, Ltd., Tokyo, Japan
`[21] Appl. No.: 480,284
`
`[22] Filed:
`
`Felt. 15, 1990
`
`Foreign Application Priority Data
`[30]
`Feb. 15, 1939 [JP]
`Japan ....................................
`
`l-33595
`
`Int. CL5 ............................................ .. GOGFI3/00
`[51]
`[52] US. Ci. ........................ .. 364/42A.03; 354/424.01;
`73/1113
`[53] Field of Search .................... .. 354/431.01.424.03.
`354/551.01, 424.04, 133; 340/370.15, s:-0.03;
`73/117.2,117.3
`
`References Cited
`U.5. PATENT DOCUMENTS
`4,258,421
`3/1981 Juhasz et a!.
`................. .. 364/424.03
`4.T57,463 T/I988 Bailou et al.
`.... .. 364/55]
`4,796,206 1/ I989 Boscove et al.
`. 364/551.0]
`4.853.859
`8/1989 Morita et al.
`..
`364/-1-24.04
`4.939.652
`7/1990 Steiner .......................... .. 364/-1-24.04
`
`
`
`[56]
`
`FOREIGN PATENT DOCUMENTS
`
`(B02231 6/l979 European Pat. Oil".
`0292811 11/1983 European Pat. Off.
`253549] 5/ 1984 France .
`2559929 #1935 France .
`2100895
`I/1983 United Kingdom .
`2125573
`3/198-I United Kingdom .
`2l'?9225
`8/1985 United Kingdom .
`
`.
`.
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`
`Honda Exhibit 1007
`Page 1
`
`Honda Exhibit 1007
`Page 1
`
`

`
`US. Patent
`
`Oct. 20, 1992
`
`Sheet 1 of 11
`
`5,157,610
`
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`Honda Exhibit 1007
`Page 2
`
`I I L
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`
`Honda Exhibit 1007
`Page 2
`
`

`
`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 2 of 11
`
`5,157,610
`
` 3
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`Honda Ex '
`
`' 1007
`age 3
`
`Honda Exhibit 1007
`Page 3
`
`

`
`US. Patent
`
`Oct. 20, 1992
`
`Sheet 3 of 11
`
`5,157,610
`
`
`
`
`DETECT PREDETERHINED
`INCREHENIS OF DISTANCE
`IRAVELLED
`
`DETECI ENGINE STOP
`
`
`DATA
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`e.g. RT TIHE INIERVALS
`
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`
`Fig.3
`
`Honda Exhibit 1007
`Page4
`
`Honda Exhibit 1007
`Page 4
`
`

`
`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 4 of 11
`
`5,157,610
`
`DAIA
`CONIROL
`
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`
`
`
`Fig.l.B
`
`Honda Exhibit 1007
`Page 5
`
`Honda Exhibit 1007
`Page 5
`
`

`
`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 5 of 11
`
`5,157,610
`
`VEHICLE SIDE
`
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`
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`
`Honda Exhibit 1007
`Page6
`
`Honda Exhibit 1007
`Page 6
`
`

`
`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 6 of 11
`
`5,157,610
`
`VEHICLE SIDE
`
`DIACNOSIIC
`MODE STARIS
`
`ABNDRHALIIY
`EXISTS
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`
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`
`Honda Exhibit 1007
`Page7
`
`Honda Exhibit 1007
`Page 7
`
`

`
`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 7 of 11
`
`5,157,610
`
`VEHICLE SIDE
`
`DATA SAMPLING
`
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`
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`
`Honda Exhibit 1007
`Page8
`
`Honda Exhibit 1007
`Page 8
`
`

`
`US. Patent
`
`Oct. 20, 1992
`
`Sheet 3 of 11
`
`5,157,610
`
`CHECK U2 FEEDBACK
`LEARNING HAP
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`
`Honda Exhibit 1007
`Page 9
`
`Honda Exhibit 1007
`Page 9
`
`

`
`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 9 of 11
`
`5,157,610
`
`93
`
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`
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`
`Honda Exhibit 1007
`Page 10
`
`Honda Exhibit 1007
`Page 10
`
`

`
`US. Patent
`
`Oct. 20, 1992
`
`Sheet 10 of 11
`0
`
`5,157,610
`
`
` 10b
`
`10a
`
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`
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`
`
`
`Honda Exhibit 1007
`Page 11
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`Honda Exhibit 1007
`Page 11
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`

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`U.S. Patent
`
`Oct. 20, 1992
`
`Sheet 11 of 11
`
`5,157,610
`
`VEHICLE
`
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`
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`
`Honda Exhibit 1007
`Page 12
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`Honda Exhibit 1007
`Page 12
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`

`
`1
`
`5,157,610
`
`SYSTEM AND METHOD OF LOAD SHARING
`CONTROL FOR AUTOMOBILE
`
`BACKGROUND OF INVENTION
`
`1) Field of Invention
`This invention relates to a system and method for
`load sharing processing operations between a vehicle
`mounted station and a stationary base station and in
`particular for controlling various items of equipment
`mounted on an automobile using a large-capacity host
`computer installed at a stationary base station, e.g. on
`the ground.
`2) Description of Related Art
`The number of electrically controlled items used in
`an automobile, particularly an intemal combustion en-
`gine, are increasing and control systems therefor are
`becoming ever more complicated. Several different
`systems have been attempted to collectively control the
`various items by time sharing interruptable arithmetic
`processing using a processor mounted on the automo-
`bile.
`Such examples include Japanese Patent Publication
`No. 63-15469 (1988), “Electronic Engine Controller"
`and Japanese Patent Publication No. 62-18921 (1987),
`"Computer for Vehicle Contro ", and controls using a
`computer are now common.
`A central control method using a LS] microprocessor
`responds to many requirements, such as responding to
`hazardous components located in the exhaust gas of the
`internal combustion engine and for reducing fuel con-
`sumption. In addition, microprocessors have been uti-
`lized in areas extending to attitude control, i.e. levelling
`control, steering perfortnance and driving stability with
`regard to a vehicle body suspension control.
`Regarding transmission of programs between a base
`station and the vehicle. for example, there is Japanese
`Patent Application Laid-Open No. 62-38624 (I987),
`“Radiocommunication Unit". However,
`this publica-
`tion relates to revision of an operational control pro-
`grant for a vehicle mounted processor, and does not
`teach load sharing under predetermined driving condi-
`tions. In addition, regarding mutual communications,
`there is Japanese Patent Application Laid-Open No.
`62-24-5341 (1987), “Engine Controller", but
`this de-
`scribes only installation of a means to load failure diag-
`nosis is programs and does not mention any relationship
`with the driving conditions of the vehicle.
`A full dependence upon a vehicle-mounted processor
`to process all that is included in the above mentioned
`conventional technologies and control systems to be
`newly installed will not only make the system complex
`but also necessitate a large-capacity processor. Com-
`puter control has been used to exploit such advantages
`as high processing speed and accuracy, easy modifica-
`tion of control characteristics and low cost. However,
`there are numerous control items, including fuel supply
`control and ignition control, for which real—time pro-
`cessing is required and implementing all of these to-
`gether is difficult.
`That is, processing all control parameters including
`the initial setting correction of set values caused by
`ageing (wear) changes of various characteristics, for
`example, an engine, transmission, steering, suspension,
`within a control system having only a vehicle-mounted
`computer makes the processing program increasingly
`large.
`
`5
`
`ID
`
`20
`
`25
`
`35
`
`-15
`
`55
`
`65
`
`2
`However, the conventional technologies are neither
`concerned with this difficulty nor even indicate that
`there is such a problem.
`SUMMARY OF THE INVENTION
`
`An object of this invention is to provide a new com-
`puter control method for vehicles which at least par-
`tially mitigates the above mentioned problems.
`According to one aspect of this invention there is
`provided a method of load sharing processing opera-
`tions between a vehicle mounted station and a station-
`ary base station including the stcps of said vehicle
`mounted station detecting operating conditions of the
`vehicle, transmitting data representative ofthe detected
`operating conditions to the base station, said base station
`receiving data from the vehicle mounted station, pro-
`cessing said data in accordance with data stored by said
`base station, said base station transmitting processed
`data to a receiver at said vehicle mounted station and
`control means at said vehicle mounted station con-
`nected to the vehicle mounted receiver and being ar-
`ranged to perform at least one of revising or displaying
`the vehicle operating conditions in dependence upon
`the processed data.
`Advantageously the vehicle mounted station de-
`tected operating conditions are performed by a detect-
`ing means adapted to detect at least one of water tem-
`perature, air flow ratio air fuel quantity, battery voltage,
`throttle valve opening angle, engine speed. transmission
`gear position and suspension setting. In a feature of this
`invention the vehicle mounted station includes a control
`means adapted to control at least one of a fuel injector,
`a transmission gear change means, and a suspension
`setting actuator.
`Conveniently the data transmitted from the vehicle
`mounted station to the base station is performed at times
`of occurrence of predetermined conditions including at
`least one of the vehicle covering a predetermined dis-
`tance, detection of the engine ceasing rotation and low
`fuel tank condition, and advantageously data transmit-
`ted between the vehicle mounted station and the base
`station includes header bits, vehicle identification bits,
`data control bits, data array bits, check symbol bits and
`end of transmission bits.
`Preferably the vehicle mounted station transmits a
`request to transmit to the base station, said base station
`transmits a permission to transmit
`for
`the vehicle
`mounted station, said vehicle transmits data including
`header bits, vehicle identification bits, data control bits,
`data array bits and check symbol bits, said base station
`transmits a receipt acknowledgement and said station-
`ary base station transmits end of transmission bits. In
`one preferred embodiment the vehicle mounted station
`contains at least one map indicative of vehicle operating
`conditions including an indication of ageing in at least
`one of vehicle injectors and sensors, said map being
`transmitted by said vehicle mounted station to said base
`station, said base station comparing tranmtted map
`values with previously transmitted map values and esti-
`mating the amount of deterioration in said injectors and
`sensors, said base station being arranged to estimate the
`life expectancy of said injectors and sensors and to
`transmit data indicative thereofto said vehicle mounted
`station whereby said vehicle mounted station stores said
`updated information and indicates the life expectancy
`by visual or aural means. In such an embodiment cor-
`rected map values are transmitted from the base station
`to the vehicle mounted station when engine rotation has
`
`Honda Exhibit 1007
`Page 13
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`Honda Exhibit 1007
`Page 13
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`

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`5,157,610
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`15
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`3
`4
`ceased for subsequent real time processing and conve-
`cation, data control hits. a data array. a check symbol
`and an end of transmission indicator.
`niently the vehicle mounted station updates corrected
`In a feature of this invention a vehicle-mounted sta-
`map values in a series of steps during vehicle running
`and uses said corrected map values for real time control.
`tion includes detecting means for detecting operating
`Advantageously a life predicting diagnosis of the
`conditions of a vehicle, transmitting/receiving means
`for transmitting data representative of the detected
`vehicle is carried out by the base station by using cur-
`rent operating condition signals received from the vehi-
`operating conditions to a base station capable of evalu-
`cle mounted station, said predicting diagnosis being
`ating said data, said transmitti.ng/receiving means being
`carried out at predetermined intervals of time or dis-
`adapted to receive evaluated signals from the base sta-
`tance travelled. In a feature of the invention the vehicle
`tion and to apply signals representative of said evalu-
`mounted station is arranged to detect an abnormality
`ated signals to a control means adapted to perform at
`and to transmit data indicative thereof to said base sta-
`least one of vary or display said operating conditions in
`tion. said base station evaluates said abnormality and
`dependence upon said received evaluated signals.
`determines whether an emergency retransmission to
`In another feature of this invention there is provided
`a stationary base station adapted to receive data from a
`said vehicle mounted station is necessary to provide an
`vehicle mounted station. said base station including
`indicative warning by one of a display means or an aural
`means, and in such feature ifthe abnormality is not of an
`processing means and storage means for processing the
`data received from the vehicle mounted station based
`emergency nature the data is stored in a failure chart
`prior to transmitting counter measures from the base
`upon information held in said storage means, the base
`station to said vehicle mounted station.
`station being adapted to perform at least one of up-
`dating/correcting maps carried by a vehicle located
`The vehicle-mounted station may transmit an abnor-
`mal condition signal to the base station, the base station
`processor indicative of ageing in at least one of vehicle
`transmits a request for data to be analysed, the vehicle
`located sensors and injectors, establish the expected life
`mounted station transmits data for analysis,
`the base
`expectancy of said sensors and injectors and further
`station diagnoses a failure and if an emergency is deter- 25 including transmitting means for transmitting processed
`mined by said base station then said base station irnn1edi-
`data to a vehicle.
`ately transmits a warning for indication by said vehicle
`Thus, the above mentioned object is principally real-
`mounted station but if said base station determines there
`ized by controlling load sharing between computers. A
`to be no emergency then said base station stores data
`study of computer control for vehicles indicates that
`indicative of the abnormality and subsequently trans- 30 data processing is roughly divided into data requiring
`mits counter measures to said vehicle mounted station
`high-speed real-time processing and data which may be
`whereupon said vehicle mounted station takes appropri-
`processed in a comparatively long period. For example,
`ate action in dependence thereof.
`ignition timing control and fuel injection control are
`According to another aspect of this invention there is
`control subjects that require processing in synchronism
`provided a system for load sharing processing opera- 35 with engine rotation so that high-speed processing is
`tions between a vehicle mounted station and a station-
`required in response to high speed engine rotation. On
`ary base station, said vehicle mounted station including
`the other hand, modification of initial settings because
`detecting means for detecting operating conditions of
`of ageing changes such as those in an engine transmis-
`the vehicle.
`sion and suspension, may be computed over a relatively
`first transmitting means for transmitting data repre- 4-0 long time cycle. Also, controls which have to be com-
`sentative of the detected operating conditions to the
`puted with a high accuracy take time when processed
`base station,
`by a vehicle-mounted computer and only increase the
`first receiving means for receiving data from the base
`load on the computer.
`station.
`'
`Also, with regard to failure diagnosis or failure pre-
`and control means for controlling vehicle operating 45 diction processing when status data is obtained, arith-
`conditions, said control means being connected to said
`metic processing itself may be separated from the real-
`first receiving means,
`time processing without difliculty. Of course, there may
`and said base station comprising second receiver
`be some diagnoses which require emergency processing
`means for receiving data from the vehicle mounted
`and a feature of this invention is to discriminate and act
`station,
`50 upon abnormal conditions that require urgent actions
`processing means and storage means for processing
`and diagnoses.
`'
`the data received from the vehicle mounted station
`In consideration of the increasing complexity of the
`based upon information held in said storage means,
`control system and the necessity for higher speed pro-
`and second transmitting means for transmitting the
`cessing accompanied by the increasing r.p.m. of modern
`processed data to the first receiving means whereupon 55 engines. this invention carries out load sharing between
`the control means is arranged to perform at least one of
`a vehicle-mounted computer and a stationary host com-
`puter.
`'
`revise or display the vehicle operating conditions it:
`dependence upon the processed data.
`More specifically a feature of this invention resides in
`Advantageousiy the detecting means isadapted to
`predetermining the processing sharing conditions when
`detect at least one of water temperature, air/fuel ratio.
`specific operating conditions of the engine or specific
`air flow quantity, battery voltage, throttle valve open-
`conditions of the vehicle-mounted computer are de-
`ing angle. engine speed. transmission gear position and
`tected, transmitting information to and from the host
`suspension setting. Preferably the control means is ar-
`computer and sharing the processing.
`ranged to control at least one of a fuel injector, a trans-
`The load sharing between the vehicle-mounted com-
`mission gear change means, and a suspension setting
`puter and the stationary host computer is achieved
`actuator.
`through the following operations. When the operating
`conditions for the engine are detected, the subsequent
`processing thereon is shifted to the host computer to be
`
`Conveniently the first transmitting means is adapted
`to transmit data comprising a header. a vehicle identif-
`
`60
`
`65
`
`-
`
`Honda Exhibit 1007
`Page 14
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`Honda Exhibit 1007
`Page 14
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`

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`5,157,610
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`5
`shared thereby. Thus. increases in load on the vehicle-
`mounted computer are prevented.
`for
`The above operating conditions are detected,
`example, at predetermined distance of travel, when
`cumulative driving time reaches a predetertnined time
`and/or when a predetermined condition is met such as
`engine stopped or fuel tank low.
`
`BRIEF DESCRIPTION OF THE DRAWINGS
`
`The invention will now be described by way of exam-
`ple with reference to the accompanying drawings in
`which:
`
`FIG. 1 is an overall block diagram of a system ac-
`cording to the present invention,
`FIG. 2 is a block diagram of the vehicle-mounted
`computer.
`FIG. 3 shows occasions when transmission/reception
`between the computers is performed.
`FIGS. I-(A) and (B) respectively show a data signal
`and a data transmission/reception sequence,
`FIG. 5 is a diagram of checking revised items for map
`matching,
`‘
`FIG. 6 is a diagram of failure diagnosis,
`FIG. 7 is a diagram of long-term data sampling,
`FIG. 8 is a flow chart for preparing a revised map,
`FIG. 9 is a data transmission flow chart when the
`engine is stopped.
`FIG. 10 is a flow chart for revised values, and
`FIG. 11 is a series flow chart of transmissions and
`receptions.
`In the Figures like reference numerals denote like
`pans.
`
`DESCRIPTION OF PREFERRED
`EMBODIMENTS
`
`In the drawings, FIG. 1 shows one embodiment of
`the overall system where information is transmitted
`between a vehicle and a host computer located, for
`example, at a stationary, ground based dealership loca-
`tion through a telecommunications network.
`An engine 2 in the vehicle is connected with a vehicle
`mounted computer 105 including an engine controller 3,
`a transmission 400 controller 4 and suspension 500 con-
`troller SOI. In the currently described embodiment only
`three controllers are shown. but usually a number of
`these types of controllers are mounted on the vehicle. A
`transmitter-receiver 5 for transmitting and/or receiving
`information to and from the host computer 18 is pro-
`vided within processor 105.
`A telecommunication path 10 which may be wired or
`wireless, e.g. a radio link interconnects the vehicle side
`located processor 105 with a stationary host computer
`station 25 including a transmitter-receiver 11 on the
`host computer station side of the path. There is pro-
`vided I/O (input/output units) for data analysis 12, 1/0
`for maintenance arithmetic processing 13. 1/0 for fail-
`ure analysis computation I4 and 1/O for vehicle infor-
`mation l5 over a 2-way bus to the transmitter-receiver
`‘I1 and to the host computer 18. The I/O‘s are also
`linked to a data base 16 such as a memory store. The
`host computer side apparatus may be installed at the
`vehicle dealership or at a vehicle information service
`center. Although in this exemplary embodiment only 4
`I/O‘s are shown. other I/0'3 for many other controllers
`may exist. The host computer 18 may have a capacity of
`several mega bytes. Also. here a radio communications
`link connecting the vehicle side and the host side is
`shown; radio links are preferred as being more practical
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`40
`
`45
`
`50
`
`55
`
`65
`
`6
`because the vehicle side is normally moving. Of course.
`when occasion demands. information can be transmit-
`ted or received by wire communication lines from the
`host computer to a beacon by the roadside for subse-
`quent wireless transmission./reception to the vehicle-
`mounted computer.
`Also, in some cases the engine controller 3 or the
`transmission controller 4 as shown in FIG. 1 has its own
`built-in processor and carries out respective processings
`or a vehicle-mounted processor 7 is provided as indi-
`cated in broken lines. Hereinafter engine controls are
`described wherein a processor for engine control is built
`tn.
`
`FIG. 2 shows the computer 105 on the vehicle side
`with the suspension controller 501 omitted. ROM 21.
`RAM 22 and CPU 7 are connected by a bus line 30 for
`I/O processing. The bus line consists of a data bus, a
`control bus. and an address bus.
`Other sensors (of which only two are shown) sense
`the engine operating conditions. inter alia, the engine
`cooling water temperature (TWS) 32 and the air/fuel
`ratio (025) 34. Battery voltage and throttle valve open-
`ing and rotation speed also correspond to operating
`condition signals, but here they are omitted. A multi-
`plexer 36 inputs the operating condition signals into an
`A/D conversion circuit 38. A register 40 sets A/D
`converted values.
`An inlet pipe air flow sensor (AFS) 51 has its value
`set in a register 54 after conversion in an A/D converter
`52. An engine angle sensor (AS) 56 provides reference
`signals REF and angle position signals POS to an angle
`signal processing circuit 58. The processed signals are
`used to control synchronizing signals and timing sig-
`nals.
`Engine operating condition ON/OFF switches
`(SWI—SWi) 59-61 indicate parameters such as start
`engine and engine idle. These signals are input into an
`ON-OFF switch-condition signal-processing circuit 60
`and are used independently or in combination with
`other signals forming logic signals to determine controls
`or controlling methods known per se.
`The CPU 7 carries out computations based on the
`above mentioned operating condition signals in accor-
`dance with multiple programs stored in ROM 21 and
`outputs its computation results into respective control
`circuits through the bus lines 30. Here the engine con-
`trol circuit 3 and the transmission control circuit 4 have
`been shown. but numerous other control circuits such
`as an idle speed control circuit and exhaust gas recircu-
`Iation (EGR) control circuit are possible.
`The engine control circuit 3 has a fuel controller for
`controlling air/fuel ratios and increases or decreases the
`amount of fuel supplied by controlling an injector 44. 42
`is a logic circuit for these controls. The transmission
`controller I carries out a transmission shift 48 in the
`transmission II-D0 through a logic circuit 46 based on the
`computation results of the driving conditions. A control
`mode register 62 presents timing signals for various
`control outputs.
`Timing circuits 64-70 control transmitting and re-
`ceiving operations. For example. circuit 64 outputs a
`trigger signal into the transmitter-receiver whenever a
`predetermined distance is travelled and transmits a cor-
`responding engine operation condition signal through
`the transmitter-receiver to the stationary host com-
`puter. A display 90 is used to display instructions to the
`driver.
`
`Honda Exhibit 1007
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`5,157,610
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`7
`Circuit 66 is used to detect an engine stopped and to
`trigger an output signal thereupon. Circuit 68 is used to
`detect a low fuel tank condition and trigger an output
`signal thereupon. Circuit 70 is used to check whether
`predetermined conditions are met and when satisfac-
`tory. generate a trigger output signal. FIG. 3 shows
`symbol illustrations of these circuits.
`To sum up, circuits 66 to 7|] produce signals which
`decide timing to transmit operating condition data to
`the stationary host computer. For example, from the
`circuit 64 which generates a signal whenever a prede-
`termined distance has been travelled, it is possible to
`diagnose the operating condition per the predetermined
`travel distance. When only condition signals are trans-
`mitted, the host side computer makes a diagnosis based
`on deviations from the previous values or past condition
`signal data and conveys instructions based on its results
`to the vehicle-mounted computer. The vehicle-
`mounted computer gives driver instructions through a
`display or alarm in dependence upon the severity or
`grade of those instructions or modifies processing pro-
`grams or sets parameter values.
`FIG. 4(A) shows an example of a data array and FIG.
`-I-(B) shows a data transmitting and receiving sequence
`during data communications between the vehicle-
`mounted computer and the stationary. e. g. ground, host
`computer (here a dealer located computer). A subject
`vehicle is specified by a header and a vehicle number (a
`number that is unique to the vehicle such as the engine
`number or the car body number).
`FIG. 5 shows a processing example when correction
`items in the map matching are checked (data analysis),
`the transmitter-receiver 11 at the dealer side being omit-
`ted for clarity. When controlling an engine via a mi-
`crocomputer. control data is computed based on output
`conditions of each sensor. In addition, a system is used
`for subsequent engine control by responding to various
`engine conditions and by storing control data computed
`as a learning map. FIG. 5 shows an example of using
`other control data values after corrections by analysing
`such control data stored in the so-called learning map or
`data to be changed together with other engine controls.
`The program processing on the vehicle side is as-
`sumed in this example to be to check a map (step So).
`This satisfies conditions by the circuits 64 to Tl] as de-
`scribed previously and the checking program of the
`map starts. Although this is simply called map match-
`ing, there is a learning map for ignition timing based on
`the output of a knock sensor or a learning map for defin-
`ing an injection pulse width of the fuel injector based on
`the fuel/air (0; feedback) from an exhaust to an inlet
`fuel injector. i.e. an 02 detector detects if exhaust gas
`mixture is lean or rich and sends a pulse in dependence
`thereon to the fuel injector. Map revision is described
`later in detail with reference to FIG. 8. Now, the flow
`of the transmission processing at the time of map match-
`ing is generally explained.
`In step 541,
`the vehicle-mounted computer checks
`data in the map by using various methods. For example,
`when data values contained in the leaming map for
`defining the injection pulse width of the injector using
`parameters of number of revolutions of the engine N
`and engine load Qa/N (where Qa is quantity of air)
`during 0; feedback are analysed,
`the corresponding
`map of the output of the inlet pipe air flow sensor and
`the air flow quantity is revised by comparing actual data
`values with previous data values and if the comparison
`result exceeds a predetertnined value then the actual
`
`8
`value is used to reset the map, thus effecting a "learn-
`ing" process. The injector factor is also revised when
`the injection pulse width of the injector is determined in
`relation to the engine load Qa/N. Based on checking of
`the map, engine control data revisions are determined.
`In step 5b, the vehicle-mounted computer selects neces- _
`sary data values in the map under check to be used to
`newly correct engine control data or computes data to
`be transmitted to the host computer by processing data
`values stored in the map and stores them in RAM as a
`map. When data to be transmitted is determined such is
`rendered as a trigger signal,
`the map arithmetically
`processed in the vehicle-mounted computer and con»
`taincd in RAM is transmitted through the transmitter-
`receiver 5. The dealer side (host computer), having
`received this, executes its program based on received
`gnals. In step 5:, data signal reception from the vehi-
`cle-mounted computer is started. However, in step 5d, if
`the dealer-side is already receiving data from another
`vehicle, a wait instruction is issued in step Se. When not
`receiving data from another vehicle, the received data is
`stored in the memory of the host computer in step 5,’. In
`step Sg, present memory values are compared with past
`values previously transmitted