JP4349605B2 - Automotive control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automobile control device including a time counter that measures an engine stop time.
[0002]
[Prior art]
When measuring the engine stop time, a time counter that operates with a sub power supply (backup power supply) that generates a specified power supply voltage even when the engine is stopped is provided. When the engine is stopped by turning off the ignition switch, the time counter measures the time. Is used to measure the engine stop time.
[0003]
[Problems to be solved by the invention]
In general, the engine stop time is often long, but in order to measure such a long time with a time counter, it is necessary to use a counter with a considerably large number of bits or a multistage counter, and the time counter has a configuration. There is a drawback that the manufacturing cost is increased due to the complexity.
[0004]
The present invention has been made in view of such circumstances. Therefore, the object of the present invention is to simplify the configuration of the time counter for measuring the engine stop time, and to satisfy the demand for cost reduction. An object of the present invention is to provide a control device for an automobile that can be used.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, a vehicle control apparatus according to claim 1 of the present invention includes a microcomputer mounted on a vehicle, a timer circuit that transmits and receives signals to and from the microcomputer, and the operation of the microcomputer. Based on a main power supply for supplying a power supply voltage, a sub power supply for supplying an operation power supply voltage for the timer circuit even when the main power supply is off, an operation signal for an ignition switch, or a signal output from the microcomputer or the timer circuit Main power on / off means for turning on / off the main power, and the timer circuit includes a time counter that starts a time counting operation by a time counting operation permission signal output from the microcomputer when the ignition switch is turned off. And have this time counter Each time the measurement time reaches a set time, a start signal is output to the main power on / off means to turn on the main power to start the microcomputer, and the microcomputer starts the start signal from the timer circuit. Each time the microcomputer is turned on, the number of times the start signal is output or the data converted into time is stored in the memory holding the stored data even when the microcomputer is off as engine stop time information. The time counting operation permission signal is output to cause the time counter to repeat the time counting operation, and after other processing is performed as necessary, a power off signal is output to turn off the main power source. is there. In this case, the memory for storing the engine stop time information may be built in the microcomputer, provided outside the microcomputer, or provided in the timer circuit.
[0006]
In this configuration, every time the start signal is output when the time counter measurement time reaches the set time while the engine is stopped, the number of times the start signal is output or the data converted to time is rewritten as engine stop time information. It is possible to continue the measurement of the engine stop time by storing the data in a possible non-volatile memory or backup memory and then causing the time counter to repeat the time measuring operation again, so the number of bits of the time counter can be increased. It is not necessary to use a multi-stage counter, the configuration of the time counter for measuring the engine stop time can be simplified, and the demand for cost reduction can be satisfied.
[0007]
In this case, when the microcomputer is activated by turning on the main power supply by turning on the ignition switch, the microcomputer reads the measurement time of the time counter at that time, and the measurement time and the memory The engine stop time may be calculated based on the stored data. In this way, it is possible to accurately measure the engine stop time from when the ignition switch is turned off and the engine is stopped until when the ignition switch is turned on next time.
[0008]
By the way, while the engine is stopped, the driver may operate the power switch or turn on the radio by operating the ignition switch to the on position, but the engine will start only by operating the ignition switch to the on position. Instead, when the ignition switch is operated from the on position to the start position, the starter is turned on for the first time and the engine is started. Therefore, if the driver determines that the engine has started simply by operating the ignition switch to the on position while the engine is stopped, and the engine stop time is measured and reset processing is performed, the engine is not actually started. In this case, the engine stop time cannot be continuously measured.
[0009]
Therefore, as in claim 3, when the ignition switch is operated from the on position to the start position while the engine is stopped or when the engine start is completed, the microcomputer reads the time measured by the time counter at that time, The engine stop time is calculated based on the measured time and the data stored in the memory, and it is not determined that the engine is started simply by operating the ignition switch to the on position while the engine is stopped. The measurement of the stop time may be continued. In this way, even if the driver operates the ignition switch to the on position and operates the power window or turns on the radio while the engine is stopped, the engine stop time will not be started unless the engine is actually started. Therefore, the engine stop time until the engine is actually started can be accurately measured.
[0010]
At this time, even if the ignition switch is operated from the on position to the start position, the engine start may fail and the engine may be stopped again. Therefore, the engine stop time is continuously measured until the engine start is actually completed. By doing so, if the engine start fails and the engine is stopped again, the measurement of the engine stop time can be continued, and the actual engine stop time can be accurately measured.
[0011]
In this case, the set time of the time counter may be a fixed value determined by the number of bits of the time counter or the like. However, as described in claim 4, the time counter is set according to the vehicle state data or the processing content to be executed. You may make it change time. In this way, the start timing of the microcomputer can be appropriately changed according to the vehicle state data or the processing content to be executed, and the microcomputer can always be started at the optimum timing while the engine is stopped. it can.
[0012]
Or you may make it change the initial value of a time counter according to the data of a vehicle state or the content of the process to be performed like Claim 5. In this way, if the initial value of the time counter is changed, the time required for the count value of the time counter to reach the set time from the initial value changes, so the same effect as when changing the set time of the time counter is achieved. Obtainable.
[0013]
Further, according to the sixth aspect of the present invention, whether or not the engine stop time can be measured and / or the number of times the microcomputer is started while the engine is stopped may be determined according to the vehicle state data or the processing content to be executed. In this way, it is prohibited to start the microcomputer when the vehicle condition is deteriorated (for example, when the battery capacity is low), or avoid unnecessary starting of the microcomputer depending on the processing contents to be executed. Can do.
[0014]
According to another aspect of the present invention, each time the microcomputer is activated by the activation signal from the timer circuit, the vehicle state may be detected and the data may be stored in the memory. In this way, it is possible to store data of changes over time in the vehicle state while the engine is stopped in the memory, and the data can be used for various controls.
[0015]
According to another aspect of the present invention, the vehicle state may be detected at predetermined intervals during engine operation, and the data may be stored in the memory. In this way, it is possible to use the data of the vehicle state during engine operation for the control executed when the microcomputer is started while the engine is stopped, and in the event of a vehicle accident, It is possible to analyze the vehicle driving situation before the accident from the stored data.
[0016]
In this case, as described in claim 9, the stored vehicle state data includes at least one of engine rotation information, ignition switch state, cooling water temperature, intake air temperature, battery capacity information, vehicle speed, and navigation system position information. It should be included. These data are useful information useful for control while the engine is stopped and control after starting.
[0017]
Here, the battery capacity information may be estimated by detecting the battery voltage at the time of engine start or the like. However, as in claim 10, the battery capacity information is estimated based on the battery current and the vehicle state. Also good. In this way, the battery capacity information can be estimated with high accuracy.
[0018]
In addition, when the present invention is applied to an automobile equipped with an evaporative fuel processing device (evaporative gas purge system) for processing evaporative fuel (evaporative gas) in a fuel tank, as in claim 11, a timer circuit is provided while the engine is stopped. When the number of output of the start signal reaches a predetermined number or when the engine stop time converted from the number of output of the start signal reaches a predetermined time, a process for diagnosing leakage of the evaporated fuel processing device may be started. . In this way, when the elapsed time after the engine stops reaches a predetermined time set in advance, the leakage diagnosis of the evaporated fuel processing device can be automatically started. Moreover, even if the engine stop time until the leak diagnosis is started becomes longer, the engine stop time until the leak diagnosis is started can be measured without causing the battery to run out.
[0019]
In this case, as described in claim 12, the set time or the initial value of the time counter may be changed in accordance with the frequency at which the leakage diagnosis of the evaporated fuel processing apparatus is performed. In this way, the engine stop time from the engine stop to the start of the leak diagnosis can be changed according to the frequency at which the leak diagnosis of the evaporated fuel processing apparatus is performed. If the frequency is less than the appropriate frequency, the engine stop time from the engine stop to the start of the leak diagnosis can be shortened to increase the frequency of leak diagnosis. Conversely, the frequency of leak diagnosis is more than necessary. In the case of a large number, the engine stop time from the engine stop to the start of the leak diagnosis can be lengthened, the leak diagnosis frequency can be reduced to an appropriate frequency, and the battery consumption can be reduced.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an example of an embodiment of the present invention will be described. First, a schematic configuration of the entire engine control system will be described with reference to FIG. An air cleaner 13 is provided at the most upstream portion of the intake pipe 12 of the engine 11, and an air flow meter 14 for detecting the intake air amount is provided downstream of the air cleaner 13. A throttle valve 15 is provided on the downstream side of the air flow meter 14, and the opening degree of the throttle valve 15 is detected by a throttle opening degree sensor 16.
[0021]
Further, a surge tank 17 is provided on the downstream side of the throttle valve 15, and an intake pipe pressure sensor 18 for detecting the intake pipe pressure is provided in the surge tank 17. The surge tank 17 is provided with an intake manifold 19 for introducing air into each cylinder of the engine 11, and a fuel injection valve 20 is attached in the vicinity of the intake port of the intake manifold 19 of each cylinder. A spark plug 21 is attached to the cylinder head of each cylinder of the engine 11, and a coolant temperature sensor 22 that detects the coolant temperature and a crank angle sensor 23 that detects the engine rotation speed are installed in the cylinder block of the engine 11. It is attached. In addition, an intake air temperature sensor (not shown) for detecting the intake air temperature, a vehicle speed sensor (not shown) for detecting the vehicle speed, and the like are provided.
[0022]
Next, the configuration of the evaporation gas purge system 25 that is an evaporated fuel processing device that processes the evaporated fuel (evaporated gas) in the fuel tank 24 will be described. A canister 27 is connected to the fuel tank 24 via an evaporation passage 26. In the canister 27, an adsorbent (not shown) such as activated carbon that adsorbs the evaporation gas is accommodated. A purge passage 28 is provided between the canister 27 and the downstream side of the throttle valve 15 of the intake pipe 12 for purging (releasing) the evaporation gas adsorbed by the adsorbent in the canister 27 into the intake pipe 12. In the middle of the purge passage 28, a purge control valve 29 for controlling the purge flow rate is provided. The purge control valve 29 is constituted by a normally closed solenoid valve, and controls the purge gas purge flow rate from the canister 27 to the intake pipe 12 by duty control of energization.
[0023]
An electric air pump 30 is assembled to the canister 27. This electric air pump 30 is used to increase the internal pressure of the evaporation system by introducing the atmosphere from the canister 27 into the sealed evaporation system including the fuel tank 24 when performing a leakage diagnosis (leakage diagnosis) of the evaporation gas purge system 25. Used. The electric air pump 30 is integrally assembled with a pressure sensor (not shown) for detecting the internal pressure of the evaporation system and an atmospheric on-off valve (not shown) for opening and closing the atmospheric communication hole of the canister 27. It is modularized.
[0024]
Outputs of the various sensors described above are input to the engine control microcomputer 31. The microcomputer 31 detects the engine operating state from the above-described various sensor outputs during engine operation, controls the fuel injection amount of the fuel injection valve 20 and the ignition timing of the spark plug 21, and supplies the purge control valve 29 to the purge control valve 29. The purge flow rate of the evaporation gas from the canister 27 to the intake pipe 12 is controlled by duty-controlling energization.
[0025]
The microcomputer 31 is connected to a timer circuit 32 for measuring the engine stop time. Hereinafter, these circuit configurations will be described with reference to FIG. The microcomputer 31 includes an oscillation circuit 33 that resonates the crystal unit 42 to generate a clock pulse of a predetermined frequency, a CPU 34, a RAM 35, a ROM 36, a timer 37, an input port 38, an output port 39, a serial communication port 40, and the like. Yes. Further, the microcomputer 31 incorporates, for example, an SRAM 41 as a memory for storing data obtained by converting the number of outputs of a start signal TSW described later into engine stop time and vehicle state data. The SRAM 41 may be provided outside the microcomputer 31 or in the timer circuit 32.
[0026]
On the other hand, the timer circuit 32 includes a timer IC 43 and an oscillation circuit 52. The timer IC 43 includes a clock frequency dividing circuit 44 that divides the oscillation frequency of the oscillation circuit 52 to generate a clock pulse having a relatively low frequency, a time counter 45 that counts clock pulses, and a serial communication port 46. It has been. When the count value (measurement time) of the time counter 45 reaches a set value (set time), the time counter 45 outputs an activation signal TSW to an OR circuit 49 and a microcomputer 31 described later. The timer IC 43 resets the time counter 45 and starts the time operation every time the serial communication port 46 receives a reset signal (time operation permission signal) transmitted from the serial communication port 40 of the microcomputer 31. To do.
[0027]
Next, a circuit configuration for supplying a power supply voltage to the microcomputer 31 and the timer IC 43 will be described. A main power supply 47 that supplies an operation power supply voltage Vom for the microcomputer 31 is connected to a battery power supply terminal BATT via a relay switch 48 a of a main relay 48. The main power supply 47 converts the battery voltage (for example, 14V) into a DC power supply voltage Vom of, for example, 5V.
[0028]
As a main power on / off means for turning on / off the main power supply 47, a three-terminal OR circuit 49 is provided, and the output of the OR circuit 49 switches on / off of the drive coil 48b of the main relay 48. The operation signal of the ignition switch 50, the start signal TSW output from the timer IC 43, and the power on / off signal output from the output port 39 of the microcomputer 31 are input to the three input terminals of the OR circuit 49. If any one of these three signals has a high level, the output of the OR circuit 49 is maintained at a high level, and the drive coil 48b of the main relay 48 is energized to turn on the relay switch 48a. The main power supply 47 is maintained in the on state, and the operation power supply voltage Vom of the microcomputer 31 is maintained in the on state.
[0029]
On the other hand, the sub power supply 51 that supplies the operation power supply voltage Vos of the timer IC 43 is connected to the battery power supply terminal BATT without passing through the main relay 48. Thereby, the sub power supply 51 is always kept on regardless of whether the main power supply 51 is on or off, and can continue to supply the power supply voltage Vos to the timer IC 43 even when the engine is stopped. Further, the voltage Vos of the sub power supply 51 is also supplied to the SRAM 41 in the microcomputer 31 so that the storage state of the SRAM 41 can be maintained even when the microcomputer 31 is off (the main power supply 47 is off). .
[0030]
Note that an electrically rewritable nonvolatile memory such as an EEPROM or a flash memory may be used in place of the memory that requires a backup power source such as the SRAM 41. For this nonvolatile memory, the voltage Vos of the sub power source 51 is used. There is no need to supply.
[0031]
[First embodiment]
Next, a first embodiment relating to a method for measuring the engine stop time will be described with reference to the time chart of FIG.
[0032]
During engine operation, when the driver turns off the ignition switch 50 to stop the engine 11, the microcomputer 31 outputs a reset signal (time operation permission signal) to the timer IC 43 and then to the OR circuit 49. The main power supply 47 is turned off by inverting the power on / off signal to be low level. As a result, the power supply voltage Vom of the microcomputer 31 is turned off, and at the same time, the time counter 45 of the timer IC 43 is reset to an initial value (for example, 0), and then the time counting operation is started.
[0033]
Thereafter, the time counter 45 increases the count value by 1 every time a clock pulse is input from the clock frequency dividing circuit 44, and when the count value (measurement time) reaches a set value (set time), The activation signal TSW is output from the time counter 45 to the input port 38 and the OR circuit 49 of the microcomputer 31. Thereby, when the main power supply 47 is turned on and the microcomputer 31 is started, the microcomputer 31 stores the engine stop time data converted from the number of outputs of the start signal TSW during engine stop in the SRAM 41 and is necessary. After performing other processing (for example, processing for detecting vehicle state data with a sensor or the like and storing it in the SRAM 41) in accordance with the above, resetting from the microcomputer 31 is the same as the processing when the ignition switch 50 is turned off. After the signal (timekeeping operation permission signal) is output to the timer IC 43, the main power supply 47 is turned off by inverting the power on / off signal output from the microcomputer 31 to the OR circuit 49 to a low level. As a result, the power supply voltage Vom of the microcomputer 31 is turned off, and at the same time, the time counter 45 of the timer IC 43 is reset and started again.
[0034]
Thereafter, when the engine is stopped, every time the count value (measurement time) of the time counter 45 reaches a set value (set time), the start signal TSW is output from the time counter 45 and the main power supply 47 is turned on to turn on the microcomputer 31. The engine stop time data converted from the number of outputs of the start signal TSW while the engine is stopped is stored in the SRAM 41, and other processing (for example, vehicle state data is detected by a sensor or the like as necessary) Etc.), the time counter 45 is reset and started again, and the main power supply 47 is turned off.
[0035]
When the driver turns on the ignition switch 50 while the engine is stopped, the main power supply 47 is turned on and the microcomputer 31 is activated. Thereby, the microcomputer 31 determines that the engine is started, reads the measurement time of the time counter 45 at that time, and measures the time counter 45 at the engine stop time converted from the output count of the start signal TSW stored in the SRAM 41. Add the time to obtain the engine stop time until the engine starts.
[0036]
Incidentally, the set time of the time counter 45 may be a fixed value determined by the number of bits of the time counter 45 or the like, but in the first embodiment, the microcomputer 31 determines that the time counter 45 is in accordance with vehicle state data such as battery capacity. The setting time is changed. Thereby, the start timing of the microcomputer 31 can be appropriately changed in accordance with the vehicle state data such as the battery capacity, and the microcomputer can be used at such a timing that the vehicle state such as the battery capacity at that time is not deteriorated while the engine is stopped. 31 can be activated.
[0037]
Furthermore, in the first embodiment, it is determined whether or not the measurement of the engine stop time is permitted based on the vehicle state data such as the battery capacity (whether or not the microcomputer 31 is allowed to start while the engine is stopped). When a problem such as battery exhaustion is expected, measurement of the engine stop time is prohibited, and activation of the microcomputer 31 while the engine is stopped (main power supply 47 is turned on) is prohibited. Thereby, it is possible to avoid starting the microcomputer 31 in a state where the vehicle state such as the battery capacity is deteriorated, and it is possible to prevent the battery from running out.
[0038]
The measurement of the engine stop time of the first embodiment described above is executed by the microcomputer 31 according to the routines shown in FIGS. The processing contents of these routines will be described below.
[0039]
The time counter reset start processing routine of FIG. 4 is repeatedly started at a predetermined cycle while the microcomputer 31 is operating (while the main power supply 47 is on). When this routine is started, first, at step 101, it is determined whether or not the ignition switch 50 is turned off.
[0040]
While the ignition switch 50 is on, the main power supply 47 is maintained in the on state, so this routine is started at a predetermined cycle. In each case, “No” is determined in step 101, and this routine is performed without doing anything. Exit.
[0041]
Thereafter, when the routine is started when the driver turns off the ignition switch 50 to stop the engine 11 during engine operation, it is determined as “Yes” in step 101. Also, when the microcomputer 31 is activated by the activation signal TSW output from the timer IC 43 while the engine is stopped (when the ignition switch 50 is off), “Yes” is determined in step 101.
[0042]
If “Yes” is determined in step 101, the process proceeds to step 102 and whether or not the measurement of the engine stop time is permitted based on the vehicle state data such as the battery capacity (of the microcomputer 31 during the engine stop). To determine whether or not to permit activation. At this time, the battery capacity may be estimated from the current battery voltage or the battery voltage detected in advance at a specific operating condition such as when the engine is started, but the battery current is detected in advance under a specific operating condition such as when the engine is started. Then, the battery capacity may be estimated based on the battery current and the vehicle operating state. The permission / prohibition of the measurement of the engine stop time may be determined based only on the battery capacity, but may be determined based on the battery capacity and other data such as the cooling water temperature. The determination may be made on the basis of data suitable for predicting the possibility of occurrence of adverse effects such as battery exhaustion.
[0043]
If it is determined in step 102 that measurement of the engine stop time is permitted, the process proceeds to step 103, where the microcomputer 31 outputs a reset signal (time measurement operation permission signal) to the timer IC 43 and sets the time counter 45 of the timer IC 43. Start reset. Thereafter, the routine proceeds to step 104, where it is determined whether or not the routines of FIG. 5 and FIG. 6 and other processes (for example, a process of detecting vehicle state data with a sensor or the like and storing it in the SRAM 41) have ended. If there is an unfinished process, it waits until the process is completed. When all the processes are completed, the process proceeds to step 105, where the main power supply 47 is turned off by inverting the power on / off signal output from the microcomputer 31 to the OR circuit 49 on the main relay 48 side to the low level. This routine is terminated.
[0044]
On the other hand, if “No” is determined in step 102, measurement of the engine stop time is prohibited (starting of the microcomputer 31 while the engine is stopped is prohibited) in order to avoid adverse effects such as battery exhaustion. Without performing the reset signal output process, the process proceeds to step 104, where all the processes are completed. Then, the process proceeds to step 105, the main power supply 47 is turned off, and this routine is terminated.
[0045]
The set time transmission processing routine of FIG. 5 is started every time the routine of FIG. 4 is executed during the operation of the microcomputer 31. When this routine is started, first, in step 111, it is determined whether or not a reset signal has been output (that is, whether or not the processing of step 103 in FIG. 4 has been executed). If the reset signal has not been output, This routine ends without doing anything.
[0046]
On the other hand, if it is determined in step 101 that the reset signal has been output, the process proceeds to step 112, where the set time ALEV of the time counter 45 is set by a map or a mathematical formula based on vehicle state data such as battery capacity. . Thereby, for example, when the battery capacity is low, the set time ALEV is set long within a settable range, and the number of times the microcomputer 31 is stopped while the engine is stopped is reduced, thereby preventing the battery from running out. . In the next step 113, the set time ALEV information is output to the timer IC 43, and this routine is terminated.
[0047]
Note that the set time ALEV of the time counter 45 may be a fixed value determined by the number of bits of the time counter 45, etc. In this case, the set time transmission processing routine of FIG.
[0048]
The engine stop time calculation processing routine of FIG. 6 is started only once each time the microcomputer 31 is started. When this routine is activated, it is first determined in step 121 whether or not the microcomputer 31 has been activated by the activation signal TSW output from the timer IC 43. If activated by the activation signal TSW, the routine proceeds to step 122. Then, the set time ALEV of the time counter 45 is added to the engine stop time MSCNT stored in the SRAM 41 to obtain the engine stop time MSCNT up to the present time, and the stored data of the engine stop time MSCNT in the SRAM 41 is updated (MSCNT = MSCNT + ALEV). . Therefore, when the number of times the start signal TSW has been output (the number of times the microcomputer 31 has been started) up to the present time is N times, the time obtained by multiplying the set time ALEV by N (ALEV × N) is stored in the SRAM 41 as the engine stop time MSCNT up to the present time. Remembered. The data stored in the SRAM 41 is retained even when the microcomputer 31 is off. The initial value of the engine stop time MSCNT stored in the SRAM 41 is 0.
[0049]
After updating the engine stop time MSCNT, the routine proceeds to step 123, where the vehicle state data [e.g., battery capacity, cooling water temperature, outside air temperature (intake air temperature), evaporation system internal pressure, fuel tank 24 temperature, ignition switch 50 ON / OFF Off state, navigation system position information, etc.] are stored in the SRAM 41, and this routine is terminated. From the vehicle state data stored in the SRAM 41, the state of leaving the vehicle is known. For example, permission / prohibition of measurement of engine stop time (permission / prohibition of activation of the microcomputer 31) is determined based on battery capacity, cooling water temperature, and the like. When estimating or estimating the temperature in the fuel tank 24 when the engine is stopped based on the coolant temperature immediately after (or immediately before) the engine and the engine stop time, the estimated temperature value in the fuel tank 24 It is used to compensate for the outside temperature. Further, the position information of the navigation system is used, for example, to determine whether or not a parked vehicle has been towed.
[0050]
On the other hand, if it is determined as “No” in step 121, that is, if the main power supply 47 is turned on and the microcomputer 31 is started by turning on the ignition switch 50, it is determined that the engine is started, and step 124 is performed. Then, the current measurement time SCNT of the time counter 45 is read, and in the next step 125, this measurement time SCNT is added to the engine stop time MSCNT stored in the SRAM 41 to obtain the final engine stop time TSCNT ( TSCNT = MSCNT + SCNT). The engine stop time TSCNT calculated in this way is the engine stop time from the previous ignition switch 50 OFF operation to the current ignition switch 50 ON operation. Thereafter, the process proceeds to step 126, the engine stop time MSCNT stored in the SRAM 41 is reset to an initial value (for example, 0), and this routine is terminated.
[0051]
In step 122, the output number N of the start signal TSW while the engine is stopped is converted into the engine stop time MSCNT and stored in the SRAM 41. However, the output number N of the start signal TSW while the engine is stopped is directly used as the SRAM 41. You may make it memorize. In this case, at step 124, the engine is stopped by the following equation using the set time ALEV of the time counter 45, the output number N of the start signal TSW stored in the SRAM 41, and the measured time SCNT of the time counter 45 at the present time. The time TSCNT may be calculated.
TSCNT = ALEV × N + SCNT
[0052]
In the first embodiment described above, every time the measurement time of the time counter 45 reaches the set time ALEV and the start signal TSW is output while the engine is stopped, the output number N of the start signal TSW is set to the engine stop time MSCNT. Since the converted data (or the output number N of the start signal TSW) is stored in the SRAM 41 and then the time counter 45 repeats the time measuring operation again, the measurement of the engine stop time can be continued. It is not necessary to increase the number of bits of 45 or use a multi-stage counter, the configuration of the time counter 45 for measuring the engine stop time can be simplified, and the demand for cost reduction can be satisfied. it can.
[0053]
Moreover, when the microcomputer 31 is activated by turning on the ignition switch 50, the microcomputer 31 reads the measurement time SCNT of the time counter 45 at that time, and stops the engine based on the measurement time SCNT and the storage data MSCNT of the SRAM 41. Since the time TSCNT is calculated, the engine stop time from the previous turn-off operation of the ignition switch 50 to the current turn-on operation of the ignition switch 50 can be accurately measured.
[0054]
If it is not necessary to store the vehicle state data while the engine is stopped, the process of step 123 (the process of storing the vehicle state data in the SRAM 41) may be omitted in the engine stop time calculation processing routine of FIG. .
[0055]
In the first embodiment, every time the microcomputer 31 is activated by the activation signal TSW output from the timer IC 43 while the engine is stopped, in step 102 of the time counter reset start processing routine of FIG. Whether or not the measurement of the engine stop time (activation of the microcomputer 31) is permitted or prohibited is determined based on the vehicle state data. However, when the engine 11 is stopped by turning off the ignition switch 50, the battery is The number of activations of the microcomputer 31 during engine stop (the longest measurable engine stop time) may be determined based on vehicle state data such as capacity. As a result, as the battery capacity decreases, the number of startups of the microcomputer 31 while the engine is stopped can be reduced to avoid battery exhaustion.
[0056]
In the first embodiment, when the microcomputer 31 is activated by the activation signal TSW output from the timer IC 43 while the engine is stopped, the power on / off output from the microcomputer 31 to the OR circuit 49 on the main relay 48 side. By inverting the off signal to the high level, the main power supply 47 is maintained in the on state even after the start signal TSW is inverted to the low level. During this time, the microcomputer 31 outputs the reset signal to the timer IC 43 and the vehicle state. After performing processing such as storage of data, the power supply on / off signal output from the microcomputer 31 to the OR circuit 49 on the main relay 48 side is inverted to low level to turn off the main power supply 47. The main power supply 47 may be turned off by other methods.
[0057]
For example, the timing at which the start signal TSW output from the timer IC 43 is inverted to a low level can be controlled by a control signal output from the microcomputer 31 to the timer IC 43, and the start signal TSW output from the timer IC 43 while the engine is stopped. Each time the microcomputer 31 is activated by the microcomputer 31, the microcomputer 31 performs processing such as outputting a reset signal to the timer IC 43 and storing vehicle state data, and then inverts the activation signal TSW from the microcomputer 31 to a low level. The main power supply 47 may be turned off by outputting a control signal to be output to the timer IC 43 and inverting the start signal TSW to a low level. In this case, a signal line for outputting a power on / off signal from the microcomputer 31 to the OR circuit 49 on the main relay 48 side becomes unnecessary.
[0058]
Needless to say, the time counter 45 is not limited to an up counter that performs a count-up operation, and a down counter that performs a count-down operation may be used.
[0059]
[Second Embodiment]
Incidentally, the driver may operate the power switch (not shown) or turn on the radio (not shown) by operating the ignition switch 50 to the ON position while the engine is stopped. When the ignition switch 50 is operated from the on position to the start position, the starter (not shown) is turned on for the first time and the engine 11 is started. Accordingly, as in the first embodiment, the driver determines that the engine has started simply by operating the ignition switch 50 to the ON position while the engine is stopped, and finishes the measurement of the engine stop time and performs the reset process of the SRAM 41. If it does, when an engine is not actually started, measurement of an engine stop time cannot be performed continuously.
[0060]
Therefore, in the second embodiment, as shown in FIG. 7, it is not determined that the engine is started simply by operating the ignition switch 50 to the on position while the engine is stopped, and the engine stop time is measured by the time counter 45. The SRAM 41 reset process is not performed. Then, when the ignition switch 50 is operated from the on position to the start position while the engine is stopped or when the engine start is completed, the measurement time SCNT of the time counter 45 at that time is read, and the measurement time SCNT and the SRAM 41 An engine stop time TSCNT is calculated based on the stored data MSCNT.
[0061]
The measurement of the engine stop time of the second embodiment described above is executed by the microcomputer 31 according to the routines shown in FIGS. For the process of transmitting the set time ALEV of the time counter 45, the set time transmission process routine of FIG. 5 is used, as in the first embodiment.
[0062]
The time counter reset start processing routine of FIG. 8 is obtained by adding the processing of step 101a between step 101 and step 102 of the time counter reset start processing routine of FIG. 4 described in the first embodiment. The other processes are the same.
[0063]
The engine stop time calculation processing routine of FIG. 9 is obtained by adding the processing of step 121a between step 121 and step 124 of the engine stop time calculation processing routine of FIG. 6 described in the first embodiment. The other processing is the same.
[0064]
If the ignition switch 50 is operated to the on position while the engine is stopped (the ignition switch 50 is off), the main power supply 47 is turned on and the microcomputer 31 is activated. Accordingly, when the time counter reset start processing routine of FIG. 8 is started, since it is determined as “No” in Step 101, this routine is finished without doing anything. While the ignition switch 50 is on, the main power supply 47 is maintained in the on state, so this routine is started at a predetermined cycle. In each case, “No” is determined in step 101, and this routine is performed without doing anything. Exit.
[0065]
Thereafter, when this routine is started immediately after the ignition switch 50 is turned off (before the main power supply 47 is turned off), “Yes” is determined in Step 101, the process proceeds to Step 101 a, and the ignition switch 50 is being turned on. It is determined whether or not the engine 11 has been operated. At this time, as shown in FIG. 7, if the ignition switch 50 is only operated to the on position while the engine is stopped and the engine 11 is not operating, it is determined as “No” in the above step 101a, and the step 104 is performed. , The process is terminated, and then the process proceeds to step 105 where the main power supply 47 is turned off and the routine is terminated. Therefore, even if the ignition switch 50 is operated from the on position to the off position, if the engine 11 has not been operated before that, the reset signal is not output from the microcomputer 31 to the timer IC 43 and the time counter 45 is not reset. The time counting operation of the time counter 45 can be continued.
[0066]
Further, when the microcomputer 31 is activated by turning on the ignition switch 50 while the engine is stopped (when the ignition switch 50 is off), the engine stop time calculation processing routine of FIG. 9 is also activated. If the engine is started by an on operation, it is determined as “No” in step 121, and the process proceeds to step 121a to determine whether or not the engine start is completed. Wait until is completed. Therefore, if the ignition switch 50 is operated to the ON position while the engine is stopped and the engine start is not completed, the measurement stop processing of the engine stop time in steps 124 to 126 is not performed, and the engine stop by the time counter 45 is performed. The time measurement is continued and the data stored in the SRAM 41 is not reset.
[0067]
Thereafter, when the engine start is completed, the routine proceeds to step 124 where the current measurement time SCNT of the time counter 45 is read, and in the next step 125, this measurement time SCNT is added to the engine stop time MSCNT stored in the SRAM 41. After obtaining the final engine stop time TSCNT, the routine proceeds to step 126, the engine stop time MSCNT stored in the SRAM 41 is reset to the initial value (0), and this routine is ended.
[0068]
In the second embodiment described above, if the engine 11 is not started only when the ignition switch 50 is operated to the on position while the engine is stopped, the measurement of the engine stop time by the time counter 45 is continued. Even when the driver operates the ignition switch 50 to the ON position and operates the power window or turns on the radio while the engine is stopped, the measurement of the engine stop time by the time counter 45 can be continued. The engine stop time until the engine is actually started can be accurately measured.
[0069]
In the engine stop time calculation processing routine of FIG. 9, it is determined whether or not the measurement of the engine stop time is finished depending on whether or not the engine start is completed, but the ignition switch 50 is started from the ON position. It may be determined whether or not the measurement of the engine stop time is to be ended depending on whether or not the position is operated.
[0070]
[Third embodiment]
While the engine is stopped, the leakage diagnosis of the evaporation gas purge system 25 is started when the engine stop time reaches a predetermined time (when the number of times the start signal TSW is output reaches a predetermined number). In this leakage diagnosis, the air is introduced into the sealed evaporation system including the fuel tank 24 by the electric air pump 30 to increase the internal pressure of the evaporation system, and the presence or absence of leakage is determined based on the amount of increase in the internal pressure.
[0071]
The leakage diagnosis of the evaporation gas purge system 25 is executed by the leakage diagnosis routine of FIGS. 10 and 11 while the microcomputer 31 measures the engine stop time by the method of the first embodiment or the second embodiment. The leak diagnosis routine of FIGS. 10 and 11 executes the engine stop time calculation processing routine of FIG. 6 or FIG. 9 each time the microcomputer 31 is started by the start signal TSW output from the timer IC 43 while the engine is stopped. It will be launched later. When this leakage diagnosis routine is started, first, at step 201, whether or not the engine stop time MSCNT calculated at step 122 of FIG. 6 or FIG. 9 is a predetermined time (whether or not the number of outputs of the start signal TSW is a predetermined number). If the engine stop time MSCNT is not a predetermined time, this routine is terminated without doing anything.
[0072]
Thereafter, if the engine stop time MSCNT has reached a predetermined time when this program is started, “Yes” is determined in step 201, the process proceeds to step 202, and the battery capacity and cooling stored in the SRAM 41 are determined. Based on the water temperature (or outside air temperature), it is determined whether or not leakage diagnosis is permitted from the map of FIG. If leakage diagnosis is performed when the battery capacity is low while the engine is stopped, the battery may run out. Therefore, even if leakage diagnosis is performed, there is still battery capacity that does not cause battery leakage. Is allowed. In consideration of the fact that the lower the cooling water temperature (or outside air temperature), the more likely the battery will rise, the map in FIG. 12 permits leakage diagnosis based on the battery capacity and the cooling water temperature (or outside air temperature). In this case, it is determined that the leakage diagnosis is permitted / prohibited based only on the battery capacity in order to simplify the arithmetic processing.
[0073]
Whether the temperature in the fuel tank 24 is stable by determining changes over time such as the cooling water temperature stored in the SRAM 41 while the engine is stopped and the estimated temperature value (or detected temperature value) in the fuel tank 24, It is determined whether the change is in progress, and only when the temperature in the fuel tank 24 is stable, the leak diagnosis is permitted. When the temperature in the fuel tank 24 is being changed, the leak diagnosis is prohibited. May be. This is because, when the temperature in the fuel tank 24 changes during the period when the evaporation system is sealed and leakage diagnosis is performed, the internal pressure of the evaporation system changes due to the temperature change, so the cause of the change in the internal pressure is very small. This is because it cannot be determined whether it is due to leakage or due to temperature change.
[0074]
If it is determined in step 202 that the leakage diagnosis is not permitted, the routine is terminated without performing the leakage diagnosis process in and after step 203 to prevent the battery from running out.
[0075]
On the other hand, if it is determined in step 202 that the leak diagnosis is permitted, the leak diagnosis process after step 203 is executed as follows. First, in step 203, the internal pressure P1 of the sealed evaporation system including the fuel tank 24 is measured by a pressure sensor (not shown) assembled to the electric air pump 30. While the engine is stopped, the atmospheric on-off valve (not shown) of the canister 27 is maintained in the open state and the evaporation system is maintained in communication with the atmosphere. Therefore, in step 203, the internal pressure of the evaporation system in communication with the atmosphere is maintained. P1 will be measured. Further, while the engine is stopped, the purge control valve 29 is maintained in a closed state (non-energized state) even if the main power supply 47 is turned on by the start signal TSW.
[0076]
In the next step 204, the atmospheric on-off valve of the canister 27 is closed to seal the evaporation system from the purge control valve 29 to the fuel tank 24. Thereafter, the process proceeds to step 205, where the electric air pump 30 is operated for a predetermined time to introduce a predetermined amount of air into the evaporation system to increase the internal pressure of the evaporation system. Then, the process proceeds to step 206, and again the internal pressure of the evaporation system is increased. P1 is measured with a pressure sensor.
[0077]
Thereafter, the process proceeds to step 207 in FIG. 11, where an evaporation system internal pressure increase amount (P2-P1) due to the operation of the electric air pump 30 is calculated, and this internal pressure increase amount (P2-P1) is set in advance as a leakage judgment value K. If the internal pressure increase amount (P2-P1) is less than or equal to the leakage determination value K, the process proceeds to step 208, where it is determined that there is an evaporative leak, and the process proceeds to step 209, where a warning lamp (not shown) Is turned on or blinked to warn the driver, and an abnormal code signifying that there is a leak is stored in the SRAM 41. Thereafter, the routine proceeds to step 210, where the atmospheric on / off valve of the canister 27 is opened to allow the evaporation system to communicate with the atmosphere, and this routine is terminated.
[0078]
On the other hand, if it is determined in step 207 that the internal pressure increase amount (P2-P1) is larger than the leakage determination value K, the process proceeds to step 210, it is determined that there is no leakage in the evaporation system, and the process proceeds to step 210. The atmospheric opening / closing valve of the canister 27 is opened to allow the evaporation system to communicate with the atmosphere, and this routine is terminated.
[0079]
Note that the leak determination value K used in step 207 may be a fixed value set in advance for the sake of simplification of the arithmetic processing, but the vehicle state data (for example, cooling water temperature, external temperature) stored in the SRAM 41 is stored. The leak determination value K may be calculated by a map or a mathematical formula based on the temperature, the temperature in the fuel tank 24, and the like.
[0080]
As in the third embodiment described above, when starting the leak diagnosis when the engine stop time reaches a predetermined time (when the output number of the start signal TSW reaches the predetermined number) while the engine is stopped, What is necessary is just to set so that the integral multiple of the set time ALEV of the time counter 45 becomes the engine stop time until the leak diagnosis is started. Therefore, when the engine stop time until the leak diagnosis is always made constant, the set time ALEV of the time counter 45 may be set to a constant time, and the set time transmission processing routine of FIG. 5 is not necessary.
[0081]
Further, when the set time ALEV of the time counter 45 is changed according to the vehicle state data such as the battery capacity, the integer multiple of the changed set time ALEV does not coincide with the engine stop time until the leak diagnosis is started. In this case, every time the microcomputer 31 is activated by the activation signal TSW output from the timer IC 43 while the engine is stopped, the remaining time until the leak diagnosis is started is calculated. When the set time ALEV of the counter 45 is within the change range, the set time ALEV of the time counter 45 may be changed to the remaining time. In this way, even when the engine stop time until the leak diagnosis is started is changed according to the vehicle state data or the like, the leak diagnosis can always be started with the target engine stop time.
[0082]
Further, when the set time ALEV of the time counter 45 is changed according to the vehicle state data such as the battery capacity, it is determined in step 201 in FIG. 10 whether or not the number of outputs of the start signal TSW has reached the set number. It may be determined whether or not to start leak diagnosis. In this case, as the set time ALEV of the time counter 45 is changed according to the vehicle state data such as the battery capacity, the engine stop time until the leak diagnosis is started is also changed.
[0083]
By the way, it is desirable to set the engine stop time until the leak diagnosis is started to a long time of about several hours in order to avoid a misdiagnosis due to the generation of evaporation gas in the fuel tank 24 and the influence of gasoline refueling. If the engine stop time until the diagnosis is started is set to a long time, the frequency of leak diagnosis may be less than the appropriate frequency depending on the usage state of the vehicle.
[0084]
Therefore, when the engine is started, it is determined whether or not the leakage diagnosis has been executed while the engine is stopped, and the number of executions of the leakage diagnosis per predetermined traveling distance or the number of executions of the leakage diagnosis per predetermined number of engine stops until then The frequency of leak diagnosis is stored in the SRAM 41, and when the set time ALEV of the time counter 45 is set in step 112 of the set time transmission processing routine of FIG. 5, the set time of the time counter 45 according to the leak diagnosis frequency Whether ALEV is set by a map or a mathematical expression, and whether or not the leakage diagnosis is started at step 201 in FIG. You may make it determine.
[0085]
In this case, when the leak diagnosis frequency is less than the appropriate frequency, the engine stop time until the leak diagnosis is started can be shortened by shortening the set time ALEV of the time counter 45. The frequency can be increased. On the other hand, if the frequency of leak diagnosis is more than necessary, the engine stop time until the leak diagnosis is started can be increased by increasing the set time ALEV of the time counter 45. The frequency can be reduced to an appropriate frequency, and battery consumption can be reduced.
[0086]
Further, instead of changing the set time ALEV of the time counter 45 in accordance with vehicle state data such as battery capacity and the frequency of leak diagnosis, the time counter 45 is changed in accordance with vehicle state data such as battery capacity and the frequency of leak diagnosis. The initial value may be changed. That is, instead of changing the set time ALEV of the time counter 45 by ± α hours, the initial value of the time counter 45 may be changed by ± α hours, thereby completely changing the set time ALEV. Similar effects can be obtained.
[0087]
Further, when it is determined whether or not to start the leakage diagnosis based on whether or not the number of outputs of the activation signal TSW (the number of activations of the microcomputer 31) has reached the set number of times, vehicle state data such as battery capacity, The set number of times may be changed according to the frequency of leak diagnosis. At this time, if the frequency of leak diagnosis is too small, the set number of times may be set to one. In this case, the leak diagnosis is started at the time when the time counting operation of the time counter 45 is completed once. Become.
[0088]
Further, the leakage diagnosis method of the evaporation gas purge system 25 is not limited to the third embodiment. For example, as shown in JP-A-10-90107, the current consumption value of the electric air pump 30 is detected and this current consumption value is detected. The air supply flow rate into the evaporation system is estimated, and the air supply flow rate at the start of the operation of the electric air pump 30 is compared with the air supply flow rate after the elapse of a predetermined time so as to determine whether or not there is a leakage in the evaporation system. Anyway. In this case, a pressure sensor for detecting the internal pressure of the evaporation system is not necessary.
[0089]
Alternatively, the electric air pump 30 is omitted, and after the elapse of a predetermined time while the engine is stopped, the evaporation system is sealed, and the internal pressure of the evaporation system is detected by a pressure sensor, and the change in the evaporation system internal pressure during the sealing period of the evaporation system You may make it determine the presence or absence of the leakage of an evaporative system from the condition.
[0090]
Further, the process executed when the microcomputer 31 is activated while the engine is stopped is not limited to the storage of the vehicle state data and the leakage diagnosis of the evaporation gas purge system 25, and other processes may be performed. .
[0091]
In this case, the set time or initial value of the time counter 45 may be set according to the processing content to be executed while the engine is stopped. In this way, the startup timing of the microcomputer 31 can be appropriately changed according to the processing content to be executed, and the microcomputer 31 can be executed at an appropriate timing according to the processing content to be executed while the engine is stopped. Can be activated.
[0092]
Further, whether or not the engine stop time can be measured and the number of activations of the microcomputer 31 while the engine is stopped may be determined according to the processing content to be executed. For example, when leak diagnosis of the evaporation gas purge system 25 is performed, the measurement of the engine stop time may be terminated when the leak diagnosis is started, and activation of the microcomputer 31 after completion of the leak diagnosis may be prohibited. In this way, unnecessary measurement of the engine stop time is not required, and battery consumption can be avoided.
[0093]
Further, the vehicle state (for example, engine rotation information, cooling water temperature, intake air temperature, battery capacity information, vehicle speed, navigation system position information, etc.) is detected every predetermined period during engine operation, and the data is stored in the SRAM 41. Anyway. In this way, the vehicle state data during engine operation can be used for control executed when the microcomputer 31 is started while the engine is stopped, and the SRAM 41 should be used in the event of a vehicle accident. The vehicle driving situation before the accident can be analyzed from the stored data.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram of an entire engine control system showing an embodiment of the present invention.
FIG. 2 is a circuit diagram showing an electrical configuration of a microcomputer and a timer circuit.
FIG. 3 is a time chart for explaining a method of measuring an engine stop time according to the first embodiment.
FIG. 4 is a flowchart showing a process flow of a time counter reset start process routine according to the first embodiment;
FIG. 5 is a flowchart showing a processing flow of a set time transmission processing routine of the first embodiment.
FIG. 6 is a flowchart showing a process flow of an engine stop time calculation process routine of the first embodiment.
FIG. 7 is a time chart illustrating a method for measuring an engine stop time according to the second embodiment.
FIG. 8 is a flowchart showing a process flow of a time counter reset start process routine according to the second embodiment;
FIG. 9 is a flowchart showing the flow of processing of an engine stop time calculation processing routine of the second embodiment.
FIG. 10 is a flowchart (part 1) showing a flow of processing of a leakage diagnosis routine of the third embodiment.
FIG. 11 is a flowchart (2) showing the flow of processing of a leakage diagnosis routine of the third embodiment.
FIG. 12 is a diagram showing an example of a map for determining whether leakage diagnosis is permitted / prohibited
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 11 ... Engine, 14 ... Air flow meter, 15 ... Throttle valve, 24 ... Fuel tank, 25 ... Evaporative gas purge system (evaporative fuel processing apparatus), 26 ... Evaporative passage, 27 ... Canister, 28 ... Purge passage, 29 ... Purge control valve , 30 ... Electric air pump, 31 ... Microcomputer, 32 ... Timer circuit, 41 ... SRAM (memory), 43 ... Timer IC, 45 ... Time counter, 47 ... Main power supply, 48 ... Main relay, 49 ... OR circuit (main power supply) ON / OFF means), 50 ... ignition switch, 51 ... sub power supply.

Claims (12)

A microcomputer mounted in an automobile, a timer circuit that transmits and receives signals to and from the microcomputer, a main power supply that supplies an operating power supply voltage for the microcomputer, and an operating power supply for the timer circuit even when the main power is off A sub power supply for supplying voltage, and a main power on / off means for turning on / off the main power based on an operation signal of an ignition switch or a signal output from the microcomputer or the timer circuit,
The timer circuit has a time counter that starts a time counting operation by a time counting operation permission signal output from the microcomputer when the ignition switch is turned off, and a start signal every time the time counter measurement time reaches a set time. To the main power on / off means to turn on the main power to start the microcomputer,
Each time the microcomputer is activated by the activation signal from the timer circuit, the engine stops the number of times the activation signal is output to the memory holding the stored data even when the microcomputer is off, or the data converted to time. Stores it as time information, outputs a timing operation permission signal to the timer circuit, causes the time counter to repeat the timing operation, performs other processing as necessary, and then outputs a power-off signal And the main power supply is turned off. When the microcomputer is activated by turning on the main power supply by turning on the ignition switch, the microcomputer reads the measurement time of the time counter at that time, and based on the measurement time and the data stored in the memory The vehicle control device according to claim 1, wherein an engine stop time is calculated. The microcomputer reads the measurement time of the time counter at that time when the ignition switch is operated from the on position to the start position or when the engine start is completed while the engine is stopped. The engine stop time is calculated based on the data stored in the memory, and it is not determined that the engine is started only by operating the ignition switch to the ON position while the engine is stopped. The vehicle control device according to claim 1, wherein the control device is continued. 4. The automobile control apparatus according to claim 1, wherein the microcomputer changes a set time of the time counter according to vehicle state data or processing content to be executed. 4. The automobile control apparatus according to claim 1, wherein the microcomputer changes an initial value of the time counter according to vehicle state data or processing contents to be executed. The microcomputer determines whether or not the engine stop time can be measured and / or the number of times the microcomputer is started when the engine is stopped according to vehicle state data or processing contents to be executed. The vehicle control device according to claim 5. 7. The microcomputer according to claim 1, wherein each time the microcomputer is activated by the activation signal from the timer circuit, the microcomputer detects a vehicle state and stores the data in the memory. Automotive control equipment. 8. The automobile control apparatus according to claim 1, wherein the microcomputer detects a vehicle state at predetermined intervals during engine operation and stores the data in the memory. 5. The vehicle state data includes at least one of engine rotation information, the state of the ignition switch, cooling water temperature, intake air temperature, battery capacity information, vehicle speed, and navigation system position information. The vehicle control device according to claim 8. 10. The automobile control apparatus according to claim 9, wherein the microcomputer estimates the battery capacity information based on a battery current and a vehicle state. Applied to automobiles equipped with an evaporative fuel processing device that processes evaporative fuel in a fuel tank,
The microcomputer is configured to output the evaporated fuel when the output number of the start signal of the timer circuit reaches a predetermined number while the engine is stopped or when the engine stop time converted from the output number of the start signal reaches a predetermined time. The automobile control device according to any one of claims 1 to 10, wherein processing for diagnosing leakage of the processing device is started. 12. The automobile control apparatus according to claim 11, wherein the microcomputer changes a set time or an initial value of the time counter according to a frequency at which a leakage diagnosis of the evaporated fuel processing apparatus is performed.

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