JP2005192275A - Charge controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a charge controller which can prevent death of a battery, even after the stoppage of an internal combustion engine. <P>SOLUTION: An engine ECU20 detects the charge state of a battery 15 by voltage sensor 26, after stoppage of an engine 10, by the charge control processing executed by MPU21, and decides whether the battery 15 needs to be charged, based on the charge state detected hereby. When it is determined that there is a need for charging, it instructs an economy-running ECU30, which controls the operation of the engine 10, to start the engine 10. Hereby, the engine 10 of a vehicle concerned is started, when there is a need to charge the battery 15, even after the stoppage of the engine 10, therefore the battery 15 can be charged by an alternator 12 which can generate electricity by the driving force by the engine 10. Accordingly, it becomes possible to prevent dying of the battery, even after stoppage of the engine 10. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a charging control device that performs charging control of a secondary battery for a vehicle that is charged by a generator capable of generating electric power by a driving force generated by the internal combustion engine of the vehicle. The present invention relates to a charge control device that assumes

Conventionally, as a charge control device that performs charge control of a vehicle secondary battery (battery), for example, there is a “battery charge state detection device” disclosed in Patent Document 1 below. This device estimates the degree of polarization by observing the battery current while the vehicle is running, and predicts the local concentration change of the electrolyte, and measures the voltage-current characteristics measured when the influence of the polarization is small The charge state can be detected from (Patent Document 1; Paragraph 0004). In this way, the state of charge of the battery is accurately detected, and it is also possible to prevent sudden battery exhaustion and overcharge.
Japanese Patent Laid-Open No. 10-319100 (pages 2 to 4, FIGS. 1 to 4)

  However, according to such a conventional charge control device, since it is assumed that the vehicle equipped with the battery is in operation, the charge control device is in a state where the internal combustion engine (engine) is stopped, for example, in a parked vehicle. You cannot enjoy the effects of. Especially for users who drive the vehicle only on weekends and park it on other Mondays to Fridays, or for users who park the vehicle at home during long vacation trips. When trying to do so, there may be an experience that the vehicle cannot be used due to so-called “battery running out”. However, since the conventional charge control device is based on the premise that the vehicle is in operation, there is a problem that it is not possible to prevent such “battery exhaust” after the internal combustion engine is stopped.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a charge control device that can prevent the battery from running out even after the internal combustion engine is stopped.

  In order to achieve the above object, the means described in claim 1 described in claims is adopted. According to this means, after the internal combustion engine is stopped by the charging state detecting means, it is necessary to detect the charging state of the vehicle secondary battery and to charge the vehicle secondary battery based on the detected charging state. Whether or not charging is required is determined by the charging necessity determination means, and when it is determined that charging is necessary, the control means for controlling the operation of the internal combustion engine is instructed to start the internal combustion engine by the internal combustion engine start instruction means. As a result, when the secondary battery for a vehicle needs to be charged even after the internal combustion engine is stopped, the internal combustion engine of the vehicle is started. The secondary battery can be charged.

  By adopting the means described in claim 2, the charging necessity determining means determines whether or not the vehicle secondary battery needs to be charged every predetermined time. Does not need to be operated at all times. For this reason, for example, a microcomputer (hereinafter referred to as “microcomputer”) that realizes the charging necessity determination unit may be operated intermittently, and thus the power supply burden of the vehicle secondary battery by the charging necessity determination unit. Can be reduced. The predetermined time can be measured by, for example, a soak timer IC that measures the soak time. Further, the activation control of the microcomputer that realizes the charging necessity determination means can be performed by the soak timer IC or the like. The soak time is an elapsed time during which the control means for controlling the operation of the internal combustion engine is stopped.

  By adopting the means described in claim 3, the information input means inputs information indicating that charging of the vehicle secondary battery is permitted, or charging of the vehicle secondary battery. If the information to prohibit the engine is not input, the internal combustion engine start instruction means instructs the control means to start the internal combustion engine, and permits the charging of the vehicle secondary battery by the information input means. When the information to the effect is not input or the information to prohibit the charging of the vehicle secondary battery is input, the internal combustion engine start instructing means does not instruct the control means to start the internal combustion engine. . As a result, the driver of the vehicle can select whether or not to prevent the battery from running out.

  By adopting the means described in claim 4, the stop condition satisfaction determining means determines whether or not the predetermined stop condition of the internal combustion engine is satisfied, and thereby the predetermined stop condition is set. If it is determined that the internal combustion engine is satisfied, the internal combustion engine stop instruction means instructs the control means instructed to start the internal combustion engine to stop the internal combustion engine. Therefore, for example, it is possible to prevent a state in which the operation of the internal combustion engine is continued even after a predetermined stop condition set in terms of safety and crime prevention is satisfied.

  By adopting the means according to claim 5 in the claims, the internal combustion engine start instructing means, when it is determined that the elapsed time measured by the time measuring means after the stop exceeds a predetermined time, Since the control means is not instructed to start the internal combustion engine, for example, a vehicle that has been left unused for a long period of time, for example, six months or more (hereinafter referred to as “discarded vehicle”). Even when it is determined that charging is necessary by the charging necessity determination means, the control means for controlling the operation of the internal combustion engine is not instructed to start the internal combustion engine. Thereby, about the secondary battery for vehicles mounted in such a dumping vehicle etc., it can set so that the charge by the said charge control apparatus may not be performed.

  According to the first aspect of the present invention, when the secondary battery for a vehicle needs to be charged even after the internal combustion engine is stopped, the internal combustion engine of the vehicle is started. The vehicle secondary battery can be charged by the machine. Therefore, it is possible to prevent the battery from running up even after the internal combustion engine is stopped.

  In the invention of claim 2, since it is not necessary to always operate the charging necessity determination unit, for example, a microcomputer that realizes the charging necessity determination unit may be operated intermittently. The power supply burden of the vehicle secondary battery by the means can be reduced. Therefore, it is possible to efficiently prevent the battery from running up even after the internal combustion engine is stopped.

  In the invention of claim 3, the driver of the vehicle can select whether to prevent the battery from running out. Therefore, for example, it is possible to realize a charge control device that can meet the needs of the driver who wants to use the vehicle when there is no plan to use the vehicle for a long time and there is a concern about the battery running out.

  In the invention of claim 4, for example, it is possible to prevent a state in which the operation of the internal combustion engine is continued even after a predetermined stop condition set in terms of safety and crime prevention is satisfied. Therefore, it is possible to realize a charge control device that takes into account safety and security aspects.

  In the invention of claim 5, for example, it is possible to set the secondary battery for a vehicle mounted on a dumping vehicle or the like so as not to be charged by the charge control device. Therefore, it is possible to realize a charge control device that takes into consideration the safety aspect of the dumping vehicle and the like.

  Hereinafter, an embodiment in which a charging control device of the present invention is applied to an engine ECU (Electronic Control Unit) for controlling an engine will be described with reference to the drawings. First, the configuration of the engine ECU 20, the battery 15, and its peripheral devices will be described with reference to FIG. In FIG. 1, the engine 10 is represented as “ENG”, the starter 11 as “ST”, the alternator 12 as “AL”, and the battery 15 as “BATT”.

  As shown in FIG. 1, the engine ECU 20 is a control device that can control the fuel injection amount of the engine 10 as an internal combustion engine, and mainly includes an MPU (Micro Processing Unit) 21 and a soak timer IC 22. The MPU 21 is composed of a RAM (Random Access Memory), a ROM (Read Only Memory), an I / O (Input / Output Interface), a communication interface (not shown), etc., with a CPU (Central Processing Unit) not shown in the center. The CPU is connected to the external relay 17, the soak timer IC 22, the liquid temperature sensor 24, the current sensor 25, the voltage sensor 26, the input switch 28 and the like via the I / O, and the soak timer in the engine ECU 20 via the communication interface. The IC 22 and an external CAN (Control Area Network) 50 can be connected to each other.

  In addition to the basic system program, the MPU 21 ROM stores an engine control program that enables normal engine control, a charge control program that enables charge control processing to be described later, and the like. Note that the RAM of the MPU 21 is used for a data area and a work area necessary for executing each program.

  The soak timer IC 22 has a timekeeping function including a time-base oscillation circuit, and also has a function of outputting control data to a predetermined port when a predetermined time is reached by counting up by a predetermined timer process. In addition, a communication function is provided between the MPU 21 and the MPU 21 can set the predetermined time. In the present embodiment, the timer process of the soak timer IC 22 is started when the main power supplied to the MPU 21 is disconnected by the relay control for turning off the relay 17. Thus, the soak timer IC 22 can measure the soak time. The soak time is an elapsed time while the MPU 21 of the engine ECU 20 is stopped.

  The engine ECU 20 configured as described above has two systems of electric power: a main power source that can control the presence or absence of the supply from the battery 15 by controlling the relay 17 on and off, and a standby power source that is always supplied from the battery 15. A supply line is provided, and the main power supply is connected to the MPU 21 and the standby power supply is connected to the soak timer IC 22. The relay 17 is configured such that both the MPU 21 and the soak timer IC 22 can perform on / off control via a driver circuit (not shown).

  The engine 10 is, for example, a four-cylinder reciprocating type gasoline engine, and can be operated by obtaining a rotational force from the starter 11 at the time of starting. The starter 11 is a DC motor that can generate a rotational force by DC power supplied from the battery 15. The output of the engine 10 can be input to the alternator 12 via a belt (not shown) or the like.

  The alternator 12 is a generator composed of a rotor, a stator, a diode, and the like, not shown, and can rectify the three-phase alternating current generated in the stator coil by the rotation of the rotor by the diode and output direct current power. A battery 15 is connected to the output terminal of the alternator 12. As a result, when the rotational force output by the operation of the engine 10 is input to the alternator 12, the rotor can be rotationally driven, so that the DC power obtained from the alternator 12 is supplied to the battery 15.

  The battery 15 is a power supply device that supplies electric power to the ECU 10 and other electric devices such as the engine 10, the starter 11, a spark plug (not shown), various lamps, the engine ECU 20, the eco-run ECU 30, the meter ECU 40, and the like. A plurality of anode plates (+) and cathode plates (−) immersed in the battery are configured to be chargeable / dischargeable.

  The liquid temperature sensor 24, the current sensor 25, and the voltage sensor 26 are all connected to the MPU 21 of the engine ECU 20, and are configured to be able to output detected sensor information to the engine ECU 20. The liquid temperature sensor 24 is a sensor capable of detecting the temperature of the electrolyte solution of the battery 15 (hereinafter referred to as “liquid temperature”) and outputs liquid temperature information. The current sensor 25 outputs current information with a sensor capable of detecting the charging current of the battery 15 output from the alternator 12. Further, the voltage sensor 26 outputs voltage information using a sensor that can detect the charging voltage output from the alternator 12, that is, the battery voltage of the battery 15.

  The input switch 28 is, for example, a push button switch that can input information by the driver of the vehicle, and is connected to the MPU 21 of the engine ECU 20. The input information is, for example, information indicating that charging of the battery 15 is permitted or information indicating prohibiting charging of the battery 15. In other words, it enables the driver to input whether or not to perform the battery exhaustion prevention control by the charge control process described later, and is also referred to as a battery exhaustion prevention control permission button. The input switch 28 allows the driver of the vehicle to select whether or not to prevent the battery from running out. For example, when the vehicle is not planned to be used for a long time and there is a concern that the battery will run out, It is possible to meet the needs of the driver.

  The eco-run ECU 30 is a control device configured to be capable of on / off control of the starter 11, and is connected to the engine ECU 20 via the CAN 50 so as to exchange control information and the like. In this embodiment, as will be described later, the starter 11 is turned on upon receiving instruction information from the engine ECU 20 that turns on the starter 11. The eco-run ECU 30 originally automatically stops the engine 10 when the vehicle stops at an intersection or the like, and then a series of pedal operations such as the driver of the vehicle releasing the foot from the brake pedal and depressing the accelerator pedal. The engine 10 has a function of automatically starting the engine 10 again when a predetermined starting condition such as when the engine is performed is satisfied.

  The meter ECU 40 is a control device that can acquire various sensor information and the like output to a display device such as an inner panel from each sensor, and is connected to the engine ECU 20 through the CAN 50 so as to be able to exchange control information and the like. In this embodiment, as will be described later, the gear information by the transmission, the speed information of the vehicle (hereinafter referred to as “vehicle speed information”), the temperature information by the temperature sensor in the engine room, and the fuel by the liquid amount sensor in the fuel tank. The remaining amount information, the on / off information of the ignition switch (hereinafter referred to as “IG switch”), and the like can be acquired.

  Next, the flow of the charging control process executed by the MPU 21 of the engine ECU 20 described above will be described with reference to FIGS. This process is executed immediately after the main power is supplied to the MPU 21 by the soak timer IC 22, and is realized by the MPU 21 executing a charge control program stored in a ROM (not shown). The MPU 21 that executes this process and the engine ECU 20 including the MPU 21 include the “charge state detection means”, “charging necessity determination means”, “internal combustion engine start instruction means”, and “stop condition satisfaction” described in the claims. This can correspond to “determination means”, “internal combustion engine stop instruction means” and “time measuring means after stop”.

  As shown in FIG. 2, in the charge control process, first, a battery state detection process is performed in step S101. This process detects the state of charge of the battery 15 after the engine 10 is stopped, the details of which are shown in FIG. Here, the battery state detection process will be described with reference to FIG.

  As shown in FIG. 3, in the battery state detection process, a process of setting the voltage drop flag to OFF is performed in step S201. This voltage reduction flag is set to ON in step S209 when it is determined in step S207 described later that the output voltage of the battery 15 is lower than the determination reference voltage (batt_ad <BATT_LO + batt_hys).

  In the next step S203, a process of acquiring the current battery voltage of the battery 15 and storing it in the memory (RAM) as batt_ad is performed. That is, by inputting the output voltage of the battery 15 detected by the voltage sensor 26 to the MPU 21 via an unillustrated I / O (in this case, functioning as an A / D converter), the current charging state of the battery 15 Is detected.

  In the subsequent step S205, processing for calculating the hysteresis value batt_hys is performed. That is, the transition information of the output voltage obtained from the history information of the battery 15, the current temperature information by the temperature sensor provided in the engine room of the vehicle, or the current temperature information of the battery 15 obtained from the liquid temperature sensor 24. Based on the above, the hysteresis value batt_hys is calculated. As a result, it is possible to calculate an appropriate hysteresis value batt_hys corresponding to a state in which the battery is likely to run out or a state in which the battery voltage is likely to be significantly reduced. In the present embodiment, for example, 0.5 V is calculated as the hysteresis value batt_hys.

  In step S207, processing is performed to determine whether or not the current battery voltage batt_ad stored in step S203 is lower than a determination reference voltage that is the sum of the predetermined voltage BATT_LO and the hysteresis value batt_hys in step S205 (batt_ad < BATT_LO + batt_hys). That is, in this process, it is determined whether or not there is a possibility that the battery will run based on the determination reference voltage (batt_ad <BATT_LO + batt_hys). If it is determined that there is a possibility that the battery may go up (Yes in S207), the process proceeds to subsequent step S209 to perform the process of setting the voltage drop flag to ON, and then the present battery state detection process is performed. finish. On the other hand, when it is not determined that there is a possibility that the battery will run up (No in S207), step S209 is skipped and the battery state detection process is terminated.

  Note that the predetermined voltage BATT_LO in step S207 is the lowest voltage for preventing the battery from running out, and is set to, for example, 9.0 V in the present embodiment. Thereby, for example, if the hysteresis value batt_hys in step S205 is 0.5V, the determination reference voltage is 9.5V (= 9.0V + 0.5V). Therefore, when the current battery voltage batt_ad is less than 9.5 V, it is determined that the battery may be increased, and the voltage drop flag is set to ON. On the other hand, when the current battery voltage batt_ad is 9.5 V or higher, it is not determined that the battery may be increased, and thus the battery state detection process is terminated with the voltage drop flag set to OFF. When the battery state detection process ends, the process proceeds to step S103 shown in FIG.

  As shown in FIG. 2, in step S103, processing for determining whether or not the voltage drop flag is set to ON is performed. That is, when it is determined that there is a possibility that the battery is going up by the battery state detection process in step S101 (Yes in S207), the voltage drop flag is set to ON (S209). Whether the battery 15 needs to be charged is determined by checking the state of the voltage drop flag. When the voltage drop flag is set on, that is, when it is determined that the battery 15 needs to be charged (Yes in S103), the process proceeds to the subsequent step S105, and the voltage drop flag is set on. If not, that is, if the voltage drop flag is set to OFF and it is not determined that the battery 15 needs to be charged (No in S103), the process proceeds to step S115.

  In subsequent step S105, an engine start permission condition determination process is performed. This process determines whether or not the engine 10 may be started to charge the battery 15 based on a predetermined engine start permission condition, and details thereof are shown in FIG. Here, the engine start permission condition determination process will be described with reference to FIG.

  As shown in FIG. 4, in the engine start permission condition determination process, a process for setting the start permission flag to OFF in step S301 is performed. This start permission flag is set to ON in step S305 when it is determined in step S303 that all predetermined engine start permission conditions are satisfied.

  In the next step S303, processing for determining whether or not all predetermined engine start permission conditions are satisfied is performed. As the predetermined engine start permission condition, for example, (1) Information indicating that charging of the battery 15 by the input switch 28 described above is input (or charging of the battery 15 by the input switch 28 is prohibited) (2) The gear of the transmission not shown is in the neutral position and is not set to a state where the driving force from the engine 10 can be transmitted to the drive shaft, etc., (3) For example, the remaining amount of fuel for operating the engine 10 is sufficient, and (4) a dumping flag to be described later is not set to ON. The condition (2) is based on the gear information acquired by the meter ECU 40, and the condition (3) is based on the remaining fuel information acquired by the meter ECU 40.

  The condition of (1) is that the charging of the battery 15 is permitted in order to consider the needs of the driver, for example, when he / she wants to use the vehicle only when there is no plan to use the vehicle for a long time and there is a concern about running out of the battery This is to the effect that the engine 10 is not started. The condition (2) is that when the gear of the transmission (not shown) is not in the neutral position, the driving force generated by the engine 10 is transmitted to the drive shaft or the like when the engine 10 is started, and the vehicle may travel. Therefore, it is provided in consideration of safety and crime prevention such as vehicle theft. Further, in the condition (3), when the remaining amount of fuel for operating the engine 10 is not sufficient, there is a possibility that the purpose of charging the battery 15 cannot be achieved. Even if the battery 15 can be charged, the vehicle travels. This is because the original purpose of the vehicle cannot be achieved without the required fuel. The condition of (4) is that when the vehicle is dumped based on a dump flag that can be set by an engine stop process described later, the battery 15 of the dump vehicle should not be charged for safety reasons. It is provided with consideration.

  When it is determined in step S303 that all the conditions (1) to (4) are satisfied (Yes in S303), the process proceeds to subsequent step S305 to set the start permission flag to ON. Is performed, the engine start permission condition determination process is terminated. On the other hand, if it is determined that any one or more of these conditions are not satisfied (No in S303), step S305 is skipped and the engine start permission condition determination process is terminated. Thus, for example, when the information indicating that the charging of the battery 15 is permitted is input by the input switch 28 (the information indicating that the charging of the battery 15 is prohibited is not input), the condition (1) is satisfied. Since it does not satisfy (No in S303), the engine start permission condition determination process is finished with the start permission flag set to OFF. When the engine start permission condition determination process ends, the process proceeds to step S107 shown in FIG.

  As shown in FIG. 2, in step S107, a process is performed to determine whether or not the engine start permission conditions are met, that is, whether or not the start permission flag is on. That is, when it is determined by the engine start permission condition determination process in step S105 that all predetermined engine start permission conditions are satisfied (Yes in S303), the start permission flag is set to ON (S305). Then, the process proceeds to step S109. On the other hand, if the start permission flag is not set to ON, it means that one or more of the predetermined engine start permission conditions are not satisfied, and therefore it cannot be determined that the engine start permission conditions are met ( No in S107). Therefore, the process proceeds to step S115.

  In the subsequent step S109, a battery charging process is performed. This process enables the battery 15 to be charged by instructing the eco-run ECU 30 that controls the start of the engine 10 to start the engine 10, and details thereof are shown in FIG. 5. Here, the battery charging process will be described with reference to FIG.

  As shown in FIG. 5, in the battery charging process, first, in step S <b> 401, control for turning on the starter 11 is instructed to the eco-run ECU 30 via the CAN 50, and then fuel injection is performed on the injector and spark plug attached to the engine 10. Perform control and ignition control. As a result, cranking of the engine 10 is started by the rotational force generated by the starter 11 and the alternator 12 is also rotationally driven as the engine 10 is started. Therefore, charging of the battery 15 by the alternator 12 is started. The control for turning on the starter 11 may be configured to directly control the starter 11 from the engine ECU 20 without using the eco-run ECU 30. In this case, the eco-run ECU 30 is unnecessary.

  In the next step S403, processing for setting the full charge flag to OFF and clearing the charge timer value (setting to zero) is performed. The full charge flag is set to ON in step S411 when it is determined that the battery is fully charged in step S409 described later. Further, the charge timer value is counted up and charged when the process in step S407 is executed when it is determined in step S413, which will be described later, that any of the charge control stop conditions is not satisfied (No in S413). It makes time possible.

  In the subsequent step S405, processing for acquiring the charge state information of the battery 15 from various sensors such as the liquid temperature sensor 24, the current sensor 25, and the voltage sensor 26 is performed. Liquid temperature information of the battery 15 is obtained from the liquid temperature sensor 24, charging current information of the battery 15 is obtained from the current sensor 25, and output voltage information of the battery 15 is obtained from the voltage sensor 26.

  In step S407, a process for counting up the charge timer value is performed. This makes it possible to measure the charging time.

  In step S409, processing for determining whether or not the battery 15 is fully charged is performed based on the charge state information of the battery 15 acquired in step S405. This determination process is performed by a known determination method, and for example, the one disclosed in Patent Document 1 is used. If it is determined that the battery 15 is in a fully charged state (Yes in S409), the process proceeds to the subsequent step S411 to set the full charge flag to ON. On the other hand, when it is not determined that the battery 15 is fully charged (No in S409), the process skips the subsequent step S411 and proceeds to step S413.

  In step S413, a process is performed to determine whether any of predetermined charging control stop conditions is satisfied. For example, (1) the full charge flag is on, and (2) the gear of the transmission (not shown) is not in the neutral position, and the driving force from the engine 10 can be transmitted to the drive shaft or the like. (3) The vehicle speed of the vehicle exceeds 0 km / h, (4) The charge timer value exceeds the specified value, (5) The temperature in the engine room is Detecting abnormality of the vehicle such as exceeding a predetermined temperature, (6) Insufficient amount of fuel for operating the engine 10, and (7) Permitting charging of the battery 15 by the input switch 28 (The information indicating that charging of the battery 15 by the input switch 28 is prohibited is input), (8) the IG switch is turned on, and the like. The condition (2) is gear information, the condition (3) is vehicle speed information, the condition (5) is temperature information, the condition (6) is fuel remaining information, and the condition (8) is on / off of the IG switch. Each of them is based on the information, and those obtained by the meter ECU 40 or those connected to the MPU 21 of the engine ECU 20 are used.

  The condition (1) is that the charging control is stopped in order to prevent overcharging because the battery 15 has already been charged. The condition (2) is that when the gear of the transmission (not shown) is not in the neutral position, the driving force generated by the engine 10 is transmitted to the drive shaft or the like when the engine 10 is started, and the vehicle may travel. Therefore, it is provided in consideration of safety and crime prevention such as vehicle theft. The condition (3) is also set in consideration of the safety aspect and the crime prevention aspect such as theft of the vehicle as the condition (2). The condition (4) is provided in consideration of the case where the charge / discharge performance is deteriorated due to aging of the battery 15 or the like. The condition (5) is provided from the viewpoint of safety in consideration of heat up of the engine 10 and abnormality of the vehicle. The condition (6) is that there is a possibility that the purpose of charging the battery 15 cannot be achieved if the remaining amount of fuel for operating the engine 10 is not sufficient. It is provided because the original purpose of the vehicle cannot be achieved without the required fuel. The condition (7) is that the driver of the vehicle initially inputs information indicating that charging of the battery 15 is permitted because of the risk of running out of the battery (that the charging of the battery 15 is prohibited). In the case where information is not input by the input switch 28), but the driver subsequently intends to release it, the information is provided in consideration of such needs. The condition (8) is that when the IG switch is turned on, the vehicle is about to be used (driven) by the driver. In such a case, the battery 15 is subjected to the original charge control. Just charge it. Therefore, the charging control by this charging control process is stopped.

  If it is determined in step S413 that any one or more of the conditions (1) to (8) are satisfied (Yes in S413), the battery charging process is terminated. On the other hand, when it is determined that none of these conditions is satisfied (No in S413), the process returns to Step S405 to perform the count-up process of the charging timer value. Thereby, each process by step S405-S411 is performed until either of each conditions by step S413 is satisfy | filled. When the battery charging process ends, the process proceeds to step S111 shown in FIG.

  As shown in FIG. 2, in step S111, a process for determining whether or not the IG switch is turned on is performed. This determination process is performed assuming that the condition (8) (IG switch is turned on) is satisfied in step S413 by the battery charging process of step S109, and the IG switch is turned on. In such a case (Yes in S111), the present charging control process is immediately terminated and it is necessary to shift to the original engine control. When it is not determined that the IG switch is turned on (No in S111), the process proceeds to the engine stop process in the subsequent step S113. Details of the engine stop process are shown in FIG. 6, and will be described with reference to FIG.

  As shown in FIG. 6, in the engine stop process, in step S501, a process of stopping fuel injection by the injector and ignition by the spark plug is performed. As a result, the engine 10 stops, and the charging of the battery 15 by the alternator 12 is also terminated.

  In the next step S503, processing for storing the current charging control information in a memory (RAM) is performed. For example, whether or not the battery 15 has been charged by performing the current charging control process (whether or not charging is performed), whether or not the battery 15 is normally charged (normal / abnormal termination), Time required (charging time), charging start time and end time (start / end time), and the contents of the corresponding conditions when step S413 by the battery charging process described above is omitted (conditions (1) to (8 )) Etc. correspond to the charge control information. By storing such charge control information in the memory, for example, when the engine 10 is normally started when the IG switch is turned on, the contents are displayed on the display device of the inner panel or the display device of the car navigation device, or combined. By outputting the guidance voice by the voice output device, it is possible to notify the driver of the vehicle. It can also be used as battery history information of the vehicle.

  In the subsequent step S505, processing for setting the dumping flag to OFF is performed. This discard flag is set to ON in step S511 when it is determined in step S509 described later that the vehicle has been discarded. The term “discarding” means that the vehicle is left without being used for a long period of time, for example, six months or more, and the vehicle that has been discarded in this way is referred to as a discarding vehicle.

  In step S507, processing for calculating the driver's absence time is performed. This absence time means the time from when the IG switch of the vehicle is turned off to the present time without being turned on, that is, the elapsed time of the absence of the driver after the engine is stopped when the engine 10 is operated by the owner. This corresponds to the cumulative time of the soak time by the soak timer IC 22 and the charge time (charge timer value) by the main charge control process. Therefore, for example, while the main power source is turned on to the engine ECU 20, the on time of the main power source is measured by a timer in the MPU 21, and the soak time set in the soak timer IC 22 is added to this to calculate the absence time. Can be calculated. The time during which the main power is turned off, that is, the time during standby corresponds to the soak time set in the soak timer IC 22. Therefore, the accumulated (integrated) of the main power on time is added to this accumulated (integrated). In addition, the time between turning off the IG switch and turning it on again can be calculated.

  In step S509, processing for determining whether or not there is a possibility that the vehicle has been discarded is performed. In this determination process, it is determined whether or not the driver's absence time calculated in step S507 exceeds a predetermined time, for example, six months. As a result, if it is determined that there is a possibility that the vehicle has been dumped (Yes in S509), the dumping flag is set to ON in the subsequent step S511, and then the engine stop process is terminated. On the other hand, if it is not determined that there is a possibility that the vehicle has been dumped (No in S509), the subsequent step S511 is skipped and the engine stop process is terminated. When the engine stop process ends, the process proceeds to step S115 shown in FIG.

  As shown in FIG. 2, a next soak activation time setting process is performed in step S115. In this process, the time for starting the MPU 21 next time (next soak starting time) is set in the soak timer IC 22, and details thereof are shown in FIG. Here, the next soak activation time setting process will be described with reference to FIG.

  As shown in FIG. 7, in the next soak activation time setting process, a process for determining whether or not the dumping flag is ON is performed in step S601. That is, if it is determined in step S509 of the engine stop process described above that there is a possibility that the vehicle has been dumped (Yes in S509), the dump flag is set on in step S511. Based on the setting of the flag, it is determined whether or not the vehicle corresponds to a dumping vehicle or the like.

  If it is determined that the dumping flag is set to ON (Yes in S601), the process proceeds to step S611, and the timer process by the soak timer IC 22 is stopped (for example, oscillation of the oscillation circuit serving as a time base) Control), and the next soak activation time setting process is terminated. As a result, the soak timer IC 22 stops measuring the soak time, and thereafter, the relay 17 is not turned on by the soak timer IC 22, and the MPU 21 is not activated by the soak timer IC 22. That is, unless the IG switch is turned on, the MPU 21 of the engine ECU 20 is not activated.

  On the other hand, if it is not determined in step S601 that the discard flag is set to ON (No in S601), the process proceeds to subsequent step S603 to perform a process of setting a predetermined value for the restart time. This restart time is set in advance to a predetermined time, for example, 48 hours. Normally, the main power of the MPU 21 is turned on when the soak timer IC 22 turns on the relay 17 at each restart time. The MPU 21 is activated. However, depending on the state of charge of the battery 15, it may be necessary to charge the battery 15 at shorter time intervals. For example, when the charge / discharge performance of the battery 15 is reduced due to secular change, or when the liquid temperature of the battery 15 is lowered in the severe winter season, for example, charging may be required every 24 hours. Assuming such a case, it is determined whether or not there is a request for short-term setting in step S605.

  In step S605, it is determined whether or not there is a request for short-term setting, that is, the charge control information stored in step S503 by the engine stop process described above, and the charge state information (normal) by the liquid temperature sensor 24, current sensor 25, and voltage sensor 26. / Abnormal termination, charging time, etc.) is performed to determine whether or not it is necessary to set the restart time in a short time. If it is determined that there is a request for a short-term setting (Yes in S605), processing for setting the restart time to a short-term value (for example, 24 hours) is performed in the subsequent step S607. On the other hand, if it is not determined that there is a request for short-term setting (No in S605), the subsequent step S607 is skipped and the process proceeds to step S609.

  In step S609, processing for updating the driver's absence time is performed. That is, the absence time is updated by adding the restart time set in step S603 or step S607 to the driver's absence time calculated in step S507 of the engine stop process described above.

  In the subsequent step S611, a process of clearing (setting to zero) the counter of the soak timer IC 22 and setting a restart time is performed, and the next soak start time setting process is terminated. As a result, the soak timer IC 22 is set at the restart time set in step S603 or step S607. When the next soak activation time setting process is completed, the process proceeds to step S117 shown in FIG.

  As shown in FIG. 2, in step S117, a process of turning off the main power supply is performed, and a series of charge control processes ends. That is, the MPU 21 controls the relay 17 in the on state to the off state, thereby performing the process of cutting off the main power supply by the MPU 21 itself, thereby ending the main charging control process. Thereby, the timer process by the soak timer IC 22 is started immediately after the main power supply of the MPU 21 is cut off. The soak timer IC 22 continues to execute the timer process until the restart time set in step S611 is reached. When the time measured by the timer process reaches the restart time, the relay 17 in the off state is turned off. Control to turn on again.

  As a result, the main power supply is turned on again to the MPU 21 and the MPU 21 can be activated. The subsequent processing is the same as described above with reference to FIG. 2, and the MPU 21 is repeatedly started at each restart time, and the processing (S101 to S117) shown in FIG. 2 is executed.

  Note that the charging control process during normal driving of the vehicle is as shown in FIG. That is, when the IG switch is turned on by the driver, the dumping flag is first set to OFF in step S901 and the value of the driver's absence time is cleared (set to zero). Then, normal engine control is performed in step S903, and normal charge control is performed in step S905. These processes are repeatedly executed until the IG switch is turned off (No in S907). If it is determined that the IG switch is turned off in Step S907 (Yes in S907), the process for setting the next soak activation time in Step S909 Is done.

  The setting process of the next soak activation time in step S909 corresponds to a process in which the determination process (S601) regarding vehicle dumping is excluded from the process described with reference to FIG. After the next soak activation time setting process in step S909, a process for turning off the main power supply is performed in step S911, and the charge control process during a series of normal travels ends.

  In this way, even when there is a case where the engine 10 is not started for a long period of time during overseas travel or the like, the charging state of the battery 15 is checked by starting the MPU 21 with the soak timer IC 22, and there is a possibility that the battery will run out. Safely starts the engine 10. Thereby, since the battery 15 is charged by the alternator 12, the battery can be prevented from running out. In addition, since the charging control of the battery 15 in the absence of such a driver can be set valid / invalid by the input switch 28, unnecessary operation is prohibited and is effective only when the driver judges that it is necessary. And the charge control can be made possible.

  As described above, according to the engine ECU 20 according to the present embodiment, the charging state of the battery 15 is detected by the voltage sensor 26 after the engine 10 is stopped by the charging control process executed by the MPU 21 (S101). Based on the detected state of charge, it is determined whether or not the battery 15 needs to be charged (S103), and if it is determined that charging is required (Yes in S103), the eco-run for controlling the operation of the engine 10 The ECU 30 is instructed to start the engine 10 (S109). Thus, even when the engine 10 is stopped, when the battery 15 needs to be charged, the engine 10 of the vehicle is started. Therefore, the battery 15 is charged by the alternator 12 that can generate electric power by the driving force of the engine 10. can do. Therefore, it is possible to prevent the battery from running up even after the engine 10 is stopped.

  Further, according to the engine ECU 20 according to the present embodiment, the soak timer IC 22 turns on the relay 17 and turns on the main power supply to activate the MPU 21 every 48 hours, for example, and determines whether or not the battery 15 needs to be charged. Thereby, it is not necessary to operate the MPU 21 at all times, and it is sufficient to operate the MPU 21 intermittently, so that the power supply burden of the battery 15 can be reduced. Therefore, it is possible to efficiently prevent the battery from running up even after the engine 10 is stopped.

  The above-described embodiment has exemplified the case of a reciprocating type gasoline engine as the engine ECU 20. However, the engine ECU 20 may be an internal combustion engine capable of rotationally driving the alternator 12, for example, a rotary type gasoline engine or a diesel engine. However, the same actions and effects as described above can be obtained.

  Further, in the present embodiment, the battery 15 of the type in which the electrolytic solution in the battery case is stored has been described as an example of the vehicle secondary battery. However, if the battery is a rechargeable battery, for example, a lead storage battery is used. However, the same actions and effects as described above can be obtained.

It is a block diagram which shows the structural example of engine ECU, the battery, and its peripheral device to which the charge control apparatus which concerns on one Embodiment of this invention is applied. It is a flowchart which shows the flow of the charge control process performed by engine ECU which concerns on this embodiment. It is a flowchart which shows the flow of the battery state detection process in the flowchart shown in FIG. 3 is a flowchart showing a flow of engine start permission condition determination processing in the flowchart shown in FIG. 2. It is a flowchart which shows the flow of the battery charge process in the flowchart shown in FIG. It is a flowchart which shows the flow of the engine stop process in the flowchart shown in FIG. It is a flowchart which shows the flow of the next soak starting time setting process in the flowchart shown in FIG. It is a flowchart which shows the flow of the normal charge control process performed after the normal engine start by turning on IG switch.

Explanation of symbols

10. Engine (internal combustion engine)
12 ... Alternator (generator)
15 ... Battery (secondary battery for vehicle)
20 ... Engine ECU (charging control device)
21 ... MPU 21 (charging state detecting means, charging necessity determining means, internal combustion engine start instructing means, stop condition satisfaction determining means, internal combustion engine stop instructing means, post-stop time measuring means)
22 ... Soak timer IC
26 ... Voltage sensor (charging state detection means)
28 ... Input switch (information input means)
30 ... Eco-run ECU (control means)
40 ... Meter ECU
50 ... CAN
S101 (charging state detection means)
S103 (means for determining whether charging is necessary)
S109 (internal combustion engine start instruction means)
S413 (stop condition satisfaction determination means)
S113 (internal combustion engine stop instruction means)
S507 (Time measuring means after stopping)

Claims (5)

A charge control device that performs charge control of a secondary battery for a vehicle that is charged by a generator capable of generating electricity by a driving force generated by an internal combustion engine of the vehicle,
A charge state detection means for detecting a charge state of the vehicular secondary battery after the internal combustion engine is stopped;
Charging necessity determination means for determining whether or not the vehicle secondary battery needs to be charged based on the charging state detected by the charging state detection means;
An internal combustion engine start instructing means for instructing the control means for controlling the operation of the internal combustion engine to start the internal combustion engine when it is determined by the charging necessity determining means;
A charge control device comprising:   2. The charging control apparatus according to claim 1, wherein the charging necessity determining unit determines whether charging of the vehicular secondary battery is necessary at predetermined time intervals. The charge control device according to claim 1 or 2, further comprising an information input means capable of inputting information by a driver of the vehicle,
When the information input means inputs information indicating that charging of the vehicular secondary battery is permitted or when information indicating prohibition of charging of the vehicular secondary battery is not input, The internal combustion engine start instruction means instructs the control means to start the internal combustion engine,
When the information input means does not input information indicating that charging of the vehicular secondary battery is permitted or when information indicating prohibition of charging of the vehicular secondary battery is input, An internal combustion engine start instruction means does not instruct the control means to start the internal combustion engine. The charge control device according to any one of claims 1 to 3, further comprising a stop condition satisfaction determining unit that determines whether or not a predetermined stop condition of the internal combustion engine is satisfied;
An internal combustion engine stop instructing means for instructing the stop of the internal combustion engine to the control means instructing the start of the internal combustion engine when the stop condition satisfaction determining means determines that the predetermined stop condition is satisfied; ,
A charge control device comprising: The charge control device according to any one of claims 1 to 4, further comprising a post-stop time measuring means for measuring a time elapsed after the internal combustion engine is stopped,
The internal combustion engine start instructing means does not instruct the control means to start the internal combustion engine when it is determined that the elapsed time counted by the time counting means after the stop exceeds a predetermined time. A charge control device.

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