JP3976180B2 - Battery diagnostic device and engine control device equipped with the same - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a battery diagnosis apparatus and an engine control apparatus equipped with the battery diagnosis apparatus, and in particular, an in-vehicle engine is stopped in response to a predetermined stop condition during traveling, and then restarted in response to a predetermined start condition after stopping. The present invention relates to a battery diagnostic apparatus suitable for a vehicle to be started and an engine control apparatus equipped with the battery diagnostic apparatus.
[0002]
[Prior art]
From the viewpoint of environmental problems and energy saving, a vehicle equipped with an engine automatic stop and start system that stops the engine in response to a predetermined stop condition while the vehicle is running and restarts in response to a predetermined start operation after the stop. Has been developed and distributed in the market.
[0003]
Japanese Patent Application Laid-Open No. 10-131799 discloses that when the throttle is fully closed while the vehicle speed exceeds the set vehicle speed, and when the vehicle speed is equal to or lower than the set vehicle speed and the throttle is fully closed and the braking operation is performed. An engine control device for a vehicle is disclosed in which the vehicle is coasted by disconnecting the connection between the engine and the drive system.
[0004]
In vehicles equipped with the engine control system described above, the engine is restarted by cranking by the starter motor, so the battery is insufficiently charged or sufficient drive current is supplied to the starter motor due to deterioration over time of the battery. If this is not possible, the restartability of the engine will deteriorate.
[0005]
In order to solve such problems, for example, Japanese Utility Model Publication No. 61-11084 monitors the specific gravity of the battery electrolyte, and when the charge amount predicted from this specific gravity is insufficient, the engine is automatically stopped. A technique for avoiding this is disclosed.
[0006]
[Problems to be solved by the invention]
Although the specific gravity of the battery electrolyte represents the amount of charge, it is difficult to measure it continuously and accurately with a simple configuration. Further, since the relationship between the specific gravity and the charge amount also depends on the deterioration state of the battery, it is difficult to accurately determine the charge amount only with the specific gravity.
[0007]
Furthermore, as a more accurate determination method, a method has been proposed in which a discharging resistor equivalent to the starting load is connected to the battery for a short time, and the charge amount is determined based on the terminal voltage at that time. However, in such a determination method, a resistor capable of flowing a large current has to be provided separately.
[0008]
The object of the present invention is to solve the above-mentioned problems of the prior art, accurately determine the capacity of the battery with a simple structure, and prohibit automatic engine stop in a situation where the engine cannot be cranked sufficiently. It is an object of the present invention to provide a battery diagnostic device and an engine control device equipped with the battery diagnostic device.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, the present invention is characterized in that the following measures are taken.
[0010]
(1) In a diagnostic apparatus for a battery that supplies power to a multiphase motor, means for supplying a drive current to each phase with an energization pattern that minimizes the driving force of the multiphase motor while the multiphase motor is stopped; And means for determining the capacity of the battery based on at least one of the battery voltage and the drive current during the supply of the drive current.
[0011]
(2) The engine mounted in the vehicle is stopped in response to a predetermined stop condition during traveling, and is restarted in response to a predetermined start condition after stopping. A phase motor, a battery for supplying driving power to the multi-phase motor, a battery diagnosis unit for determining the capacity of the battery, and a unit for prohibiting engine stop in response to the predetermined stop condition based on the diagnosis result The battery diagnosis means includes means for supplying a drive current to each phase in an energization pattern that minimizes the driving force of the multiphase motor while the multiphase motor is stopped, and a battery voltage and a drive current during the supply of the drive current. And means for determining the capacity of the battery based on at least one of the above.
[0012]
According to the above feature (1), it is determined whether or not the battery has sufficient capacity for starting the engine by the starter motor, and the starter motor is not started and a load equivalent to that at the start is applied. Since the motor can be applied to the battery, accurate battery diagnosis can be performed with a simple configuration while preventing noise.
[0013]
According to the above feature (2), since the engine is not automatically stopped when there is a possibility that the startability of the engine may be impaired due to the low battery capacity, it is possible to prevent a restart failure after the engine is automatically stopped.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a side view of a motorcycle with a pedal to which an engine control device of the present invention is applied. The power unit 2 is suspended from the body frame 4. The power unit 2 is mounted with an engine E and a pedaling force drive unit at the front, and supports the rear wheel RW at the rear. Furthermore, the power unit 2 includes a transmission and a speed reduction mechanism (both will be described later in detail) between the engine E and the rear wheel RW for shifting and decelerating the output of the engine E and transmitting it to the rear wheel RW. The pedaling force driving unit is a driving system provided separately from the engine driving system in order to drive the rear wheels RW with human power (stepping force), and is provided with a pedal shaft 3 and a pedal 7 as pedaling force input means.
[0015]
A steering shaft 7 is rotatably supported on the head pipe portion 6 formed at the front portion of the vehicle body frame 4, and a handle 8 extending left and right is attached to the upper portion of the steering shaft 7. Is connected to the front fork 9. A front wheel FW is supported at the lower end of the front fork 9. A headlight 11, a luggage basket 12, and a battery 13 are provided in front of the steering shaft 7 and the head pipe portion 6.
[0016]
A seat post 14 is attached to the rear of the vehicle body frame 4, and a seat 15 is attached to the seat post 14 that extends slightly rearward and upward. A storage case 16 is provided below the rear portion of the seat 15, and a fuel tank 17, an air cleaner (not shown) and the like are stored in the storage case 16. Further, a direction indicator 18 and a rear indicator lamp 19 are attached to the rear portion of the storage case 16.
[0017]
A carburetor 5 is provided above the engine E, and a fuel tank 17 and an air cleaner are coupled to the carburetor 5. The fuel mixed with air in the carburetor 5 is supplied to the engine E through the intake pipe 20. An exhaust pipe 21 is coupled to the engine E, and exhaust from the engine E is exhausted rearward through the exhaust pipe 21 and the silencer 22.
[0018]
2 is a cross-sectional view taken along the line AA in FIG. 1, and FIG. 3 is a partially enlarged view thereof. The power unit 2 includes a pedal shaft 3 supported by a unit case 23, a crankshaft 24 of the engine E, an intermediate shaft 25, and a rear axle 26. The pedal shaft 3 is supported on the unit case 23 by bearings 27 and 28, and the crankshaft 24 is supported on the unit case 23 by bearings 29 and 30. The intermediate shaft 25 is supported on the unit case 23 by bearings 31 and 32, and the rear axle 26 is supported by the bearings 33 and 34, respectively. A crank 35 is coupled to both ends of the pedal shaft 3, and a pedal 36 is attached to the tip of the crank 35. A driving sprocket 37 for transmitting a pedaling force is coupled to the pedal shaft 3. Further, the pedal effort crankshaft 3 is provided with a cooling fan 39 and a gear 40 for rotating the cooling fan via a sleeve 38. The sleeve 38 is supported by the unit case 23 via bearings 41 and 42.
[0019]
A connecting rod 43 is connected to the crankshaft 24 via a crankpin (not shown). A belt drive pulley 44 of a belt type continuously variable transmission is rotatably provided at one end of the crankshaft 24. The belt drive pulley 44 includes a fixed pulley portion 45 and a movable pulley portion 46. The fixed pulley portion 45 is fixed to the crankshaft 24, and the movable pulley portion 46 is spline fitted to the crankshaft 24 so that it can be displaced in the axial direction. A V-belt 47 is wound around the belt driving pulley 44, and the V-belt 47 is also wound around a belt driven pulley 48.
[0020]
A cam plate 49 is fixed to the crankshaft 24 adjacent to the movable pulley portion 46. The outer side of the movable pulley portion 46, that is, the side not in contact with the V-belt has a tapered surface whose outer periphery is inclined toward the cam plate 49, and a dry space is provided in a space between the tapered surface and the movable pulley portion 46. A weight 50 is accommodated.
[0021]
The other end of the crankshaft 24 is coupled to an outer rotor 51 of a starter / generator (ACG starter) 1 in which a starter motor and an AC generator are combined. A stator 52 that is fixed to the unit case 23 is provided inside the outer rotor 51. A gear 53 is provided on the outer periphery of the outer rotor 51, and the gear 53 meshes with the gear 40 to give a driving force to the cooling fan 39. Details of the ACG starter 1 will be described later.
[0022]
Similar to the drive pulley 44, the driven pulley 48 provided on the intermediate shaft 25 also includes a fixed pulley portion 54 and a movable pulley portion 55. The fixed pulley portion 54 is coupled to the intermediate shaft 25, and the movable pulley portion 55 is spline-fitted to the fixed pulley portion 54 so as to be displaceable in the axial direction of the intermediate shaft 25. The movable pulley portion 55 is urged by a spring 56 in a direction in which the distance from the fixed pulley portion 54 is reduced. A centrifugal clutch 87 for engaging the driven pulley 48 and the intermediate shaft 25 is provided at the end of the intermediate shaft 25.
[0023]
A hub 58 that supports the rear wheel RW is coupled to the rear axle 26 via a spoke 57. A driven sprocket 59 is provided at one end of the rear axle 26, and a reduction gear 60 is provided inside the rear axle 26 via one-way clutches 61 and 62, respectively. The reduction gear 60 meshes with a pinion 63 that is coupled to the intermediate shaft 25. Around the intermediate shaft 25 or the rear axle 26, a sensor (not shown) for detecting the rotational speed of these shafts is provided. This sensor is used as a sensor for detecting the vehicle speed. The driven sprocket 59 is connected to the drive sprocket 37 by a chain 64. A brake 65 is engaged inside the hub 58.
[0024]
A control device 66 of the ACG starter 1 is accommodated in the unit case 23. Since this control device 66 is provided with a rectifying element, it is attached to a case portion provided with fins for cooling.
[0025]
When the pedal shaft 3 is rotated by stroking the pedal 36, the drive sprocket 37 is rotated, and the rotation is transmitted to the driven sprocket 59 by the chain 64. The rotation of the driven sprocket 59 is transmitted to the rear axle 26 via the one-way clutch 61. When the pedal 36 is stopped, the pedaling force applied to the rear axle 26 is lost, but the one-way clutch 61 allows the rear wheel RW to rotate in the forward direction even if the driven sprocket 59 stops. It can be rotated.
[0026]
The engine E is started by the ACG starter 1. When current is supplied from the battery 13 to the stator 52 of the ACG starter 1 via the control device 66, the outer rotor 51 rotates and the engine E is started. Once the engine E is started, the ACG starter 1 functions as a generator. Further, the rotation of the outer rotor 51 causes the gear 40 to rotate via the gear 53 and the cooling fan 39 is urged.
[0027]
When the engine E rotates and the rotational speed of the crankshaft 24 increases, the dry weight 50 moves in the radial direction by centrifugal force. Then, the movable pulley portion 46 is pressed and displaced by the dry weight 50 and approaches the fixed pulley portion 45. As a result, the V-belt 47 moves toward the outer periphery of the pulley 44, and its winding diameter increases.
[0028]
When the winding diameter of the V belt 47 with respect to the drive pulley 44 is increased, the movable pulley portion 55 of the driven pulley 48 provided at the rear portion of the vehicle is displaced correspondingly. That is, the movable pulley portion 55 is displaced against the spring 56 so that the winding diameter of the V belt 47 around the driven pulley 48 is reduced. Thus, the power of the engine E is automatically adjusted and transmitted to the intermediate shaft 25, and when the rotational speed of the driven pulley 48 increases, the rotation is transmitted to the intermediate shaft 25 by the centrifugal clutch 87. The rotation of the intermediate shaft 25 is decelerated by the reduction gears 63 and 60 and transmitted to the rear axle 26. When the engine E stops, the power of the engine E applied to the rear axle 26 is lost, but the one-way clutch 62 allows the rear wheel RW to rotate in the forward direction even when the gear 60 stops rotating. It can be rotated with.
[0029]
In FIG. 3, in the ACG starter 1, the outer rotor 51 is fixed to the tip tapered portion of the crankshaft 24 by a bolt 67. The stator 52 disposed on the inner peripheral side of the outer rotor 51 is fixed to the boss of the unit case 23 by bolts 68. A sensor case 69 can be fitted into the inner periphery of the stator 52. In the sensor case 69, a rotor angle sensor (magnetic pole sensor) 70 and a pulsar sensor (ignition pulser) 71 are provided at equal intervals along the outer periphery of the boss of the outer rotor 51.
[0030]
The rotor angle sensor 70 is for performing energization control on the stator coil of the ACG starter 1. The ignition pulser 71 is for controlling the ignition of the engine E, and only one ignition pulser 71 is provided. Each of the rotor angle sensor 70 and the ignition pulser 71 can be configured by a Hall IC or a magnetoresistive (MR) element.
[0031]
Lead wires of the rotor angle sensor 70 and the ignition pulser 71 are connected to a substrate 72, and a wire harness 73 is coupled to the substrate 72. On the outer periphery of the boss of the outer rotor 51, a magnet ring 74 magnetized in two stages so as to exert a magnetic action on each of the rotor angle sensor 70 and the ignition pulser 71 is fitted.
[0032]
One magnetized band of the magnet ring 74 corresponding to the rotor angle sensor 70 is formed with N and S poles alternately arranged at intervals of 30 ° in the circumferential direction corresponding to the magnetic poles of the stator 52. In the other magnetized band of the magnet ring 74 corresponding to the ignition pulser 71, a magnetized portion is formed in a range of 15 ° to 40 ° at one place in the circumferential direction.
[0033]
The ACG starter 1 functions as a starter motor (synchronous motor) when starting the engine, and starts the engine E by rotating the crankshaft 24 with the current supplied from the battery. After the engine starts, it functions as a synchronous generator, charges the battery with the generated current, and supplies current to each electrical component.
[0034]
FIG. 4 is a block diagram of an electrical system including the ACG starter 1. The ECU 75 provided in the control device 66 includes a motor drive circuit 81. The motor drive circuit 81 is composed of, for example, six MOS-FETs, and full-wave rectifies the three-phase alternating current generated by the ACG starter 1. When the ACG starter 1 is operated as a motor, the direct current supplied from the battery 13 is used. Is converted into alternating current and supplied to the ACG starter 1.
[0035]
A rotor angle sensor 70, an ignition pulser 71, a throttle sensor 79, and an oil temperature sensor 80 are connected to the ECU 75, and detection signals from the sensors are supplied to the ECU 75. An ignition coil 77 is connected to the ECU 75, and a spark plug 78 is connected to the secondary side of the ignition coil 77.
[0036]
Furthermore, a starter switch 76, a starter relay 88, stop switches 89, 90, 91, a standby indicator 92, a battery indicator 98, a motorcycle star 99, and the headlight 11 are connected to the ECU 75. The headlight 11 is provided with a dimmer switch 100.
[0037]
Current is supplied from the battery 13 to each of the above parts via the main fuse 101 and the main switch 102. The battery 13 has a circuit that is directly connected to the ECU 75 by the starter relay 88, but is connected to the ECU 75 only through the main fuse 101 without passing through the main switch 102.
[0038]
Further, the ECU 75 is provided with a stop and go control unit 84, a swing back control unit 85, and a battery diagnosis unit 86.
[0039]
The stop-and-go control unit 84 controls engine idle, automatic stop, and restart. The swing back control unit 85 reverses (swings back) the crankshaft 24 to a predetermined position when the engine is started by the starter switch 76 in order to improve the startability of the engine, and then forwardly rotates. In addition, after the engine is automatically stopped by stop-and-go control, the crankshaft 24 is reversely rotated to a predetermined position to prepare for the next engine start.
[0040]
The stop-and-go control unit 84 automatically stops the engine when the vehicle stops or when a predetermined stop condition is satisfied during traveling, and after the engine is automatically stopped, the throttle valve is opened. When the start condition is satisfied, the ACG starter 1 is automatically driven to restart the engine.
[0041]
Next, an operation example of the vehicle under the stop-and-go control will be described. FIG. 5 is a graph showing the relationship between the vehicle speed and the time until the engine is automatically stopped. In the present embodiment, the ignition operation is stopped when a predetermined time (stop limit time) T elapses after the throttle opening value output from the throttle sensor 79 becomes equal to or less than a predetermined value. This time T is determined as a function of the vehicle speed V.
[0042]
In FIG. 5, ignition is not stopped regardless of the throttle opening in a low speed range where the running is unstable (vehicle speed V is 2 to 13 km / h). On the other hand, when the vehicle speed V is equal to or higher than the reference vehicle speed (the lowest vehicle speed at which stable running is possible even when the engine is stopped: 13 km / h in this case) Vstp, ignition is stopped after a lapse of time T after the throttle valve is closed. The time T is set in two stages according to the vehicle speed V. The time T13 when the vehicle speed V is 13 to 30 km / h is different from the time T30 when the vehicle speed V is 30 km / h or more. For example, the time T13 is 4.5 seconds, and the time T30 is 3.0 seconds.
[0043]
The time T is not limited to a value that changes stepwise according to the vehicle speed V, and may be a value that changes continuously (decreases) according to the vehicle speed V. That is, the time T is set shorter as the vehicle speed V is higher, and the time T is set longer as the vehicle speed V is lower. Further, the time T2 when the vehicle is substantially stopped (here, the vehicle speed V is 2 km / h or less) is set to 3.0 seconds.
[0044]
Next, the operation of this embodiment will be described in detail with reference to the timing chart of FIG. 6 and the flowchart of FIG.
[0045]
When the ignition switch (IG) is turned on at time t1 in FIG. 6, in step S1 in FIG. 7, a travel start flag Fini, a swingback flag Fsb, a battery capability flag Fbatt, a vehicle speed range representative flag Fv, and a battery diagnosis are described later. The cycle timer Tbatt and the running time timer Tc are reset (= 0), and the engine stop permission flag Fstop is set (= 1). In step S2, the throttle opening θTH and the engine speed Ne are read. In step S3, it is determined whether or not the engine is stopped (engine speed Ne = 0). Here, since it is determined that the engine is stopped, the process proceeds to step S4.
[0046]
In step S4, the battery diagnosis cycle timer Tbatt is referred to. Since the timer Tbatt has been reset (= 0) in step S1, it is determined here that the timer has timed out, and the process proceeds to step S5. In step S5, the battery diagnosis unit 86 executes battery diagnosis for determining whether or not the battery has sufficient energy for starting the engine.
[0047]
FIG. 8 is a flowchart showing a battery diagnosis procedure by the battery diagnosis unit 86, and FIG. 11 is a diagram showing energization patterns to the phases U, V, and W at the time of battery diagnosis. In FIG. 11, a thick solid line indicates an induced voltage, a thin broken line indicates an energization pattern during driving, and a thin solid line indicates an energization pattern during battery diagnosis.
[0048]
In step S101, the phase corresponding to the stage with the maximum absolute value of the induced voltage is determined. For example, the U phase is selected at the timing t0 in FIG. In step S102, unlike the energization pattern at the time of driving shown by the broken line in FIG. 11, as shown by the thin solid line in FIG. 11, the phase (U phase) corresponding to the stage where the absolute value of the induced voltage is maximum. Is not energized, and only the other two phases (V and W phases) are energized so that the rotational torques generated by the respective phases are opposite to each other. As a result, the driving force generated in the ACG starter 1 is minimized, and a load equivalent to that during driving can be applied to the battery without substantially driving the ACG starter.
[0049]
In step S103, the battery voltage Vbatt and the drive current Ibatt are measured. In step S104, the energization is stopped. In step S105, based on whether the relationship between the measured battery voltage Vbatt and the drive current Ibatt is within the engine stop permission region of the current-voltage map shown in FIG. It is determined whether or not to stop the engine.
[0050]
The current-voltage map of FIG. 12 obtains the relationship between the load current Ibatt and the battery voltage Vbatt when a predetermined load current is passed for a plurality of batteries having different temperatures (° C.) and remaining charge (%). It is created based on whether or not the engine can be started by the battery. The engine stop permission region is defined by a drive current lower limit value Imin, a drive current upper limit value Imax, and a battery voltage lower limit value Vmin. The battery voltage lower limit value Vmin is expressed as a function of the drive current Ibatt so as to decrease as the drive current Ibatt increases.
[0051]
If the relationship between the measured drive current Ibatt and the battery voltage Vbatt is within the engine stop permission region, the battery capacity flag Fbatt is set (= 1) in step S106. On the other hand, if the measurement result does not fall within the engine stop permission area, the battery capacity flag Fbatt is reset (= 0) in step S107. In this embodiment, whether or not the engine can be started is determined based on whether or not the engine can be started five times.
[0052]
As described above, in the present embodiment, the current-voltage map is created in consideration of the battery temperature (° C.) and the remaining charge (%), so the temperature and remaining charge can be determined by referring to only one map. Regardless of the battery capacity can be accurately determined. In addition, since the drive current lower limit value Imin is defined in the present embodiment, even when the battery voltage Vbatt is in a transient state due to the influence of the charge / discharge history, the ability can be accurately determined.
[0053]
Returning to FIG. 7, in step S6, the battery diagnosis cycle timer Tbatt is restarted. That is, a count value corresponding to a predetermined battery diagnosis cycle (for example, 5 minutes) is set in the timer Tbatt, and then down-counting is started. In step S7, it is determined whether or not the travel start flag Fini is “0”. Since it is initially “0”, the process proceeds to step S8.
[0054]
In step S8, it is determined whether or not the vehicle speed V exceeds 10 km / h. Since it is determined that it does not exceed the initial value, the process proceeds to step S9. In step S9, the throttle opening is determined, and since it is initially determined to be in the fully closed state, the process returns to step S2 and the above-described processes are repeated. Therefore, the battery diagnosis is repeatedly executed for each battery diagnosis period.
[0055]
Thereafter, at time t2 in FIG. 6, the driver opens the throttle grip, and when this is detected in step S9, the process proceeds to step S12. In step S12, an engine stop permission flag Fstop, which will be described later, is referred to. Here, it is determined to be “1” (stop permission state), so the process proceeds to step S13, and the engine stop permission flag Fstop is reset. In step S14, engine start control is executed.
[0056]
FIG. 9 is a flowchart showing the procedure of engine start control. In step S301, the swingback completed flag Fsb is referred to. Here, it is determined that the swingback completion flag Fsb is “0”, that is, the swingback has not been completed. In step S302, the ACG starter 1 is driven in the reverse direction, and the engine is swung back by a predetermined angle. In step S303, the ACG starter 1 is driven in the forward direction at time t3. In step S304, for example, it is determined whether the engine start is completed based on the engine speed. When it is determined that the engine start has been completed, the forward rotation energization is stopped in step S305.
[0057]
Returning to FIG. 7, even if the engine is started as described above and the centrifugal clutch is engaged and the vehicle starts, the flag Fini is still determined to be “0” in step S7. The process proceeds to step S12 through step S9 until it exceeds 10 km / h. In step S12, the engine stop flag Fstop is referred to. Since the flag Fstop is reset in step S13, it is determined that the flag is not “1” and the process returns to step S2.
[0058]
Thereafter, when the vehicle speed exceeds 10 km / h at time t4 and this is detected in step S8, the flag Fini is set in step S10. Accordingly, since the process proceeds from step S7 to step S11 thereafter, the processes in steps S8 to S10 are skipped.
[0059]
Thereafter, traveling at a speed corresponding to the throttle opening is continued, but at time t5, the throttle is fully closed. When this is detected in step S11, in step S15, the battery diagnosis processing in step S3 is set. The determined battery capacity flag Fbatt is determined. Here, if it is determined that the battery capacity flag Fbatt is in a reset state, that is, the current battery does not store enough energy to start the engine, “stop and go control (step S17) described later” will be described. "Is skipped and the process returns to step S2.
[0060]
On the other hand, if it is determined that the battery capacity flag Fbatt is in the set state, that is, it is determined that sufficient energy is stored in the battery to start the engine, the process proceeds to step S16. In step S16, the engine stop permission flag Fstop is referred to. Since it is determined that the engine stop permission flag is not “1”, the process proceeds to “stop and go control” in step S17.
[0061]
Next, the operation of the “stop and go control” will be described in detail with reference to the flowchart of FIG. In the present embodiment, when full closure of the throttle opening is detected during traveling, the engine is automatically stopped after a predetermined time corresponding to the vehicle speed at that time after the full closure is detected.
[0062]
In step S201, the vehicle speed V is read, and in step S202, it is determined whether the vehicle speed V is 2 km / h or less (first vehicle speed). If it is determined that the vehicle speed V is 2 km / h or less, that is, the vehicle is substantially stopped, the routine proceeds to step S203, where it is determined whether or not the vehicle speed range representative flag Fv is already “0”. If the vehicle speed determination flag Fv is not “0”, the process proceeds to step S206, where “0” representing the first vehicle speed is set in the vehicle speed range representative flag Fv, and the timing timer Tc starts timing. If the vehicle speed range representative flag Fv is already “0”, the process proceeds to step S204, and it is determined whether or not the time measuring timer Tc has reached 3 seconds or more. If the timer T is 3 seconds or longer, “1” is set to the flag Fstop in step S205. That is, the engine stop at the time of coasting is permitted.
[0063]
Thus, in this embodiment, when the state where the throttle is fully closed and the vehicle speed V is less than 2 km / h continues for 3 seconds or more, the engine stop permission flag Fstop is set and the engine stop is permitted.
[0064]
If it is determined in step S202 that the vehicle speed V is 2 km / h or higher, the process proceeds to step S210, and it is determined whether or not the vehicle speed V is 13 km / h or less. If step S210 is positive, that is, if the vehicle speed V is 2 km / h or more and less than 13 km / h (second vehicle speed), the process proceeds to step S211, "1" is set to the vehicle speed range representative flag Fv, and the timekeeping timer Tc is cleared. Is done.
[0065]
As described above, in this embodiment, even when the throttle is fully closed, the engine stop during inertial traveling is not permitted if the vehicle speed V is 2 km / h or more and less than 13 km / h.
[0066]
Furthermore, if it is determined in step S210 that the vehicle speed V is 13 km / h or higher, the process proceeds to step S212, and it is determined whether the vehicle speed V is less than 30 km / h. If step S212 is positive, that is, if the vehicle speed V is 13 km / h or more and less than 30 km / h (third vehicle speed), the process proceeds to step S213, and it is determined whether or not the vehicle speed range representative flag Fv is already “2”. If the vehicle speed range representative flag Fv is not “2”, the process proceeds to step S214 where “2” is set to the vehicle speed representative flag Fv and the time counting timer Tc is started.
[0067]
If the vehicle speed range representative flag Fv is already “2”, the process proceeds to step S215, and it is determined whether or not the time measuring timer Tc exceeds 4.5 seconds. If the timer Tc is 4.5 seconds or longer, the engine stop flag Fstop is set in step S216. That is, the engine stop at the time of coasting is permitted.
[0068]
As described above, in this embodiment, even when the throttle is fully closed and the vehicle speed V is 13 to 30 km / h continues for 4.5 seconds or longer, the flag Fstop is set and the engine is stopped during inertial driving. The
[0069]
Furthermore, if it is determined in step S212 that the vehicle speed V is 30 km / h or higher (the fourth vehicle speed), the process proceeds to step S218, and it is determined whether or not the vehicle speed range representative flag Fv is already “3”. The If the vehicle speed determination flag Fv is not “3”, the process proceeds to step S219, where “3” is set to the vehicle speed representative flag Fv and the time measuring timer Tc is started. If the vehicle speed range representative flag Fv is already “3”, the process proceeds to step S220, and it is determined whether or not the time measuring timer Tc has exceeded 3 seconds. If the timer Tc is 3 seconds or more, the engine stop flag Fstop is set in step S221. That is, the engine stop at the time of coasting is permitted.
[0070]
As described above, in this embodiment, even if the throttle is fully closed and the vehicle speed V is 30 km / h or more continues for 3 seconds or more, the flag Fstop is set and the engine stop during inertial running is permitted.
[0071]
Returning to FIG. 7, while the throttle is fully closed, the processes of steps S 2 → S 3 → S 7 → S 11 → S 16 → S 17 are repeated, and when the flag Fstop is set, the process proceeds from step S 16 to step S 18. move on. In step S18, it is determined whether or not the engine speed Ne is equal to or less than a predetermined speed for protecting the catalyst or the like, for example, 2500 rpm or less. If the engine speed Ne is 2500 rpm or less, the process proceeds to step S19 to stop the engine ignition. If the engine speed Ne is 2500 rpm or more, the ignition stop is postponed until the engine speed decreases to protect the catalyst and the like.
[0072]
When the condition of step S18 is satisfied at time t6 in FIG. 6 and engine ignition is prohibited in step S19, the swing-back completed flag Fsb is referred to in step S20, and here it is determined to be “0”. Proceed to S21. In step S21, it is determined whether or not the engine is stopped. When the engine is stopped at time t7, the ACG starter 1 is driven in reverse to swing back in step S22. In step S23, the swingback completed flag Fsb is set.
[0073]
Thereafter, until it is detected that the throttle is opened, steps S2 to S7, S11, S16, S18, S19, and S20 are repeated. When the throttle is reopened at time t8 and this is detected in step S11, the flag Fstop is determined to be “1” in step S12, so that the process proceeds to engine start control in step S14 via step S13. In the engine start control, since the determination in step S301 is affirmative, the process proceeds to step S303, and the engine is immediately started without performing a swingback.
[0074]
【The invention's effect】
According to the present invention, the following effects are achieved.
(1) Diagnosis of whether or not the battery has sufficient ability to start the engine with the starter motor, without starting the starter motor and with the starter motor applying a load equivalent to that at the start Therefore, accurate battery diagnosis is possible with a simple configuration.
(2) Since the engine is not automatically stopped when the startability of the engine may be impaired due to the low battery capacity, it is possible to prevent a restart failure after the engine is automatically stopped.
[Brief description of the drawings]
FIG. 1 is a side view of a motorcycle with a pedal to which an engine control device of the present invention is applied. FIG. 2 is a cross-sectional view taken along line AA in FIG.
FIG. 3 is a partially enlarged view of FIG. 2;
FIG. 4 is a block diagram of an electrical system including an ACG starter.
FIG. 5 is a diagram showing the relationship between the vehicle speed and the time until engine automatic stop.
FIG. 6 is a timing chart showing the operation of the present embodiment.
FIG. 7 is a flowchart showing a control procedure of the present embodiment.
FIG. 8 is a flowchart showing a battery diagnosis procedure.
FIG. 9 is a flowchart showing a procedure of engine start control.
FIG. 10 is a flowchart showing a procedure of stop-and-go control.
FIG. 11 is a diagram showing an energization pattern at the time of battery diagnosis.
FIG. 12 is a diagram showing an example of a current-voltage map.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Starter and generator (ACG starter), 2 ... Power unit, 24 ... Crankshaft, 51 ... Outer rotor, 52 ... Stator, 75 ... ECU, 70 ... Rotor angle sensor, 71 ... Ignition pulser, 81 ... Motor drive circuit

Claims (9)

In a diagnostic device for a battery that supplies power to a multiphase motor,
Means for supplying a driving current to each phase in an energization pattern in which the driving force of the multiphase motor is minimized while the multiphase motor is stopped;
Means for determining the capacity of the battery based on at least one of the battery voltage and the drive current during the supply of the drive current. The means for determining the capacity of the battery determines the capacity of the battery based on whether or not the relationship between the battery voltage and the drive current is within a predetermined range of a voltage-current map. Item 4. The battery diagnostic device according to Item 1. The predetermined range of the voltage-current map is defined by a lower limit value and an upper limit value of the drive current and a lower limit value of the battery voltage, and the lower limit value of the battery voltage is a function of the drive current. The battery diagnostic device described in 1. The battery diagnosis apparatus according to claim 3, wherein a lower limit value of the battery voltage decreases as the drive current increases. In an engine control device that stops an engine mounted on a vehicle in response to a predetermined stop condition during traveling and restarts in response to a predetermined start condition after stopping,
A multiphase motor cranking the engine,
A battery for supplying driving power to the multiphase motor;
Battery diagnosis means for determining the capacity of the battery;
And a means for prohibiting engine stop in response to the predetermined stop condition based on the diagnosis result,
The battery diagnostic means includes
Means for supplying a driving current to each phase in an energization pattern in which the driving force of the multiphase motor is minimized while the multiphase motor is stopped;
An engine control apparatus equipped with a battery diagnostic device, comprising: means for determining a battery capacity based on at least one of a battery voltage and a drive current during the supply of the drive current. The means for determining the capacity of the battery determines the capacity of the battery based on whether or not a relationship between the battery voltage and the drive current is within a predetermined range of a voltage-current map. An engine control device equipped with the battery diagnostic device according to Item 5. The predetermined range of the voltage-current map is defined by a lower limit value and an upper limit value of a drive current and a lower limit value of a battery voltage, and the lower limit value of the battery voltage is a function of the drive current. An engine control device equipped with the battery diagnostic device described in 1. The engine control device equipped with the battery diagnosis device according to claim 7, wherein a lower limit value of the battery voltage decreases as the drive current increases. 9. The engine control device equipped with the battery diagnosis device according to claim 5, wherein the battery diagnosis unit performs battery diagnosis at a predetermined cycle while the engine is stopped.

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