JP5729258B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

  Conventionally, a vehicle equipped with an idling stop function that temporarily stops the engine when a predetermined idling stop execution condition is satisfied from the viewpoint of energy saving and carbon dioxide emission reduction is known (for example, Patent Documents). 1). In order to execute idling stop, this type of vehicle includes a current sensor that detects the current value of the charging / discharging current of the battery, and is equipped with a vehicle control device that performs idling stop based on the detected value of the current sensor. ing.

  The vehicle control device described in Patent Document 1 includes a voltage sensor, a current sensor, a battery monitoring unit, a suppliable current value calculation unit, and an eco-run control unit.

  The battery monitoring unit samples the voltage value and current value of the battery detected by the voltage sensor and the current sensor, respectively.

  The supplyable current value calculation unit calculates a supplyable current value that can be supplied by the battery by calculating an internal resistance value of the battery from the voltage value and current value of the battery sampled by the battery monitoring unit.

  The eco-run control unit determines whether or not the calculated supplyable current value satisfies a predetermined idling stop execution condition. Based on the result of this determination, the eco-run control unit executes the idling stop when the suppliable current value satisfies the idling stop execution condition, and does not execute the idling stop when it does not satisfy the idling stop execution condition. As described above, the conventional vehicle control apparatus determines whether or not to execute the idling stop based on the idling stop execution condition.

  By the way, as the above-described current sensor, a hall-type current sensor having a hall element or a shunt-type current sensor that detects a current value by connecting a shunt resistor is generally used. It is known that the detection values of these current sensors include an offset error. Specifically, in the Hall current sensor, since the Hall element has an iron core, the detection value includes an offset error due to the influence of residual magnetism and hysteresis. Further, in the shunt-type current sensor, an offset error may occur in an amplifier that amplifies the voltage across the shunt resistor and an AD converter that converts the output of the amplifier into a digital value.

JP 2007-191097 A

  However, in the conventional vehicle control device as described above, the detected value of the current sensor is detected due to the offset error included in the detected value of the current sensor, even though the idling stop execution condition is actually satisfied. There is a problem that it is determined that the idling stop execution condition is not satisfied and the idling stop is not executed. For this reason, the conventional vehicle control device has a problem in that the idling stop is not appropriately performed.

  The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide a vehicle control device that can perform idling stop more appropriately.

In order to achieve the above object, a vehicle control device according to the present invention is (1) a vehicle control device mounted on a vehicle that temporarily stops an engine when a predetermined condition including a state of charge of a battery is satisfied, A current sensor for detecting a charge / discharge current of the battery; vehicle state detection means for detecting the state of the vehicle; and determining whether the battery is being charged or discharged based on the detected state of the vehicle First charge / discharge determination means, second charge / discharge determination means for determining whether the battery is being charged or discharged based on a detection value of the current sensor, and the first charge / discharge determination means Is detected and the second charge / discharge determination means determines that the discharge is in progress, the detected value of the current sensor indicating the discharge is set as the offset of the current sensor. As an error And offset error correcting means for correcting, and an idling stop execution determining means for determining whether to execute idle stop by the detection value of said current sensor after the correction of the offset error, the first charge-discharge decision The means is that the vehicle is not in a state where the engine is temporarily stopped, and that the vehicle is not under charge control for controlling the charge state of the battery to a predetermined amount, and is supplied to a field coil of an alternator included in the vehicle It is determined that the battery is being charged on the condition that the duty ratio of the current to be applied is not more than a predetermined value.

  With this configuration, the offset error correction means corrects the detected value of the current sensor indicating that the discharge is in progress as the offset error of the current sensor, and the idling stop execution determination means determines that the idling stop is determined based on the detected value of the current sensor after correcting the offset error. Therefore, it is no longer determined that the detected value of the current sensor does not satisfy the idling stop execution condition due to the offset error included in the detected value of the current sensor. It can be carried out.

Further, according to this configuration, the first charge / discharge determination unit can determine from the state of the vehicle that the battery is being charged.

In the vehicle control device according to (1 ) above, ( 2 ) the current sensor includes a configuration of a current sensor having a Hall element.

  With this configuration, the second charge / discharge determination unit can determine whether the battery is being charged or discharged based on the detection value of the current sensor having the Hall element.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the vehicle which can perform idling stop more appropriately can be provided.

1 is a schematic block configuration diagram of a vehicle including a vehicle control device according to an embodiment of the present invention. It is explanatory drawing of the hysteresis characteristic of the current sensor in embodiment of this invention. It is explanatory drawing of the offset correction of the current sensor signal in embodiment of this invention. It is a figure which shows the experimental result which compared the thing provided with the control apparatus of the vehicle in embodiment of this invention, and the conventional thing with an actual vehicle. It is a flowchart which shows the offset correction process in embodiment of this invention.

  Embodiments of the present invention will be described below with reference to the drawings.

  First, a configuration of a vehicle including a vehicle control device according to the present invention will be described.

  As shown in FIG. 1, a vehicle 10 according to the present embodiment includes a battery 11, a current sensor 12, an alternator 13, a starter motor 14, an electric load 15, an engine 16, an engine ECU (Electronic Control Unit) 20, An offset correction device 30 is provided. Engine ECU 20 and offset correction device 30 constitute a vehicle control device according to the present invention.

  The battery 11 is composed of, for example, a lead storage battery, and is connected to an alternator 13, a starter motor 14, and an electric load 15. The battery 11 stores the electric power generated by the alternator 13.

  The current sensor 12 includes, for example, a Hall element, detects a current value charged / discharged by the battery 11, and outputs a current sensor signal indicating the detected current value to the offset correction device 30. As shown in FIG. 1, when current flows into the battery 11 (during charging), the current sensor signal has a positive value, and when current flows from the battery 11 (during discharging), the current sensor The signal shall be negative.

  Since the Hall element included in the current sensor 12 has an iron core, residual magnetism is generated, and a detection error occurs in the detection value of the current sensor 12 due to hysteresis characteristics as shown in FIG. For example, when the detected current of the current sensor 12 changes from −100 A (point a) to 0 A (point b) (−0 A), the current flowing through the current sensor 12 changes from +100 A (point c) to 0 A (point d). The detected current value of the current sensor 12 is different from (+ 0A). The detection error is, for example, an offset error of −0.5 A at the point b and +0.5 A at the point d.

  When the battery 11 is fully charged, at a very low temperature, or near a full charge at a low temperature, the current flowing into the battery 11 decreases to, for example, 0.5 A or less, but the detection value of the current sensor 12 is offset to the minus side. For example, when the current value is -1A, the detected value of the current sensor 12 is -0.5A, and it is erroneously recognized as being discharged despite being charged. In particular, when the current sensor 12 includes a Hall element, the detection value of the current sensor 12 may be offset to the minus side due to the influence of residual magnetism. The detected value of the current sensor 12 is offset to the minus side when the current that flows immediately before is a discharge current, and is offset to the plus side when the current is a charging current. Generally, in a vehicle, there is a current (dark current) that is consumed when the engine is stopped, and the ignition key is started after the dark current is consumed. Therefore, there is an effect when the detection value of the current sensor 12 is offset to the negative side. Easy to receive. Therefore, the vehicle 10 includes an offset correction device 30 as described later.

  Returning to FIG. 1, the description of the configuration is continued. The alternator 13 is connected to a crankshaft of an engine 16 (not shown), and is a power generator that generates mechanical power by converting mechanical kinetic energy transmitted from the engine 16 into alternating electrical energy.

  Specifically, the alternator 13 adjusts the current (excitation current) supplied to an AC generator that generates an AC current by electromagnetic induction between the stator motor and the rotor, or an electromagnet (field coil) of the rotor. It incorporates an IC regulator that controls the generated voltage of the machine within a certain range, a converter that converts alternating current into direct current, and the like. The rotor of the alternator 13 is connected to the crankshaft of the engine 16 via a belt or pulley. A control signal for the IC regulator of the alternator 13 is output by an alternator driving unit 23 of the engine ECU 20 described later.

  The starter motor 14 is an electric starter that starts the engine 16, and is specifically a DC motor, for example. The output shaft of the starter motor 14 is connected to the crankshaft of the engine 16 via a belt or pulley. The starter motor 14 performs a cranking operation for starting the engine 16 in accordance with an instruction signal from an engine control unit 26 of the engine ECU 20 described later.

  The electric load 15 consumes power supplied from the battery 11, and is, for example, an air conditioner, an audio device, or the like.

  The engine 16 is an internal combustion engine that outputs driving force using, for example, gasoline or diesel as fuel. The driving force output by the engine 16 is transmitted to the alternator 13 and used for power generation, and is also transmitted to the drive wheels via a transmission and a gear mechanism.

  The engine ECU 20 temporarily stops the engine 16 when a predetermined condition is satisfied, a battery state detection unit 21 that detects a battery state, a charge control unit 22 that executes charge control, an alternator drive unit 23 that drives the alternator 13 An idling stop control unit 24 that executes idling stop, a vehicle state detection unit 25 that detects the state of the vehicle 10, and an engine control unit 26 that controls the engine 16. The engine ECU 20 receives power from the battery 11 when the engine is started.

  The engine ECU 20 includes a microcomputer (not shown) having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output circuit to which various sensors are connected. including. The engine ECU 20 executes a control program stored in advance in the ROM, thereby causing the microcomputer to function as a battery state detection unit 21, a charge control unit 22, an alternator driving unit 23, an idling stop control unit 24, a vehicle state detection unit 25, It functions as a functional unit such as the engine control unit 26.

  Sensors connected to the engine ECU 20 include a voltage sensor 41 that detects the output voltage of the battery 11, a liquid temperature sensor 42 that detects the liquid temperature of the battery 11, a vehicle speed sensor 43 that detects the moving speed of the vehicle 10, and a brake pedal. There is a brake sensor 44 that measures the pedal effort. In addition, although not shown, a crank angle sensor, a throttle opening sensor, an accelerator opening sensor, an intake air amount sensor, an intake air temperature sensor, a cooling water temperature sensor, and the like are connected to the engine ECU 20.

  The voltage sensor 41 outputs the detected voltage value of the battery 11 to the engine ECU 20 as voltage information. The liquid temperature sensor 42 outputs the detected liquid temperature of the battery 11 to the engine ECU 20 as temperature information. Note that the current value of the battery 11 is input from the current sensor 12 via the offset correction device 30.

  For example, the vehicle speed sensor 43 receives a pulse signal from a pulse generation circuit that generates a pulse signal corresponding to the traveling speed of the vehicle 10 and detects the moving speed of the vehicle 10.

  The brake sensor 44 measures a change in the master cylinder pressure or an operation stroke corresponding to the driver's operation pedaling force with respect to the brake pedal, and outputs a brake pedaling force signal corresponding to the measured pedaling force to the engine ECU 20. It has become.

  The battery state detection unit 21 inputs voltage information and temperature information of the battery 11 from the voltage sensor 41 and the liquid temperature sensor 42, respectively, and inputs a current value of the battery 11 through the offset correction device 30. . Moreover, the battery state detection part 21 detects the charge amount and internal resistance of the battery 11 by a well-known method based on the current information and voltage information of the battery 11. Here, the amount of charge of the battery 11 is defined as the ratio of the remaining charge to the charge capacity of the battery 11, and is hereinafter referred to as “SOC (State Of Charge)”.

  The SOC of the battery 11 is calculated by, for example, integrating the current flowing into the battery 11 and integrating the current flowing out from the battery 11.

  The internal resistance of the battery 11 is calculated from, for example, the ratio between the battery voltage before and after cranking and the maximum current during cranking.

  Battery state information including information on the SOC, internal resistance, and temperature of the battery 11 is detected at predetermined time intervals by the battery state detection unit 21, and this battery state information is stored in a memory (not shown). It has come to be.

  For example, the charging control unit 22 controls the charging / discharging of the battery 11 so that the target value of the SOC of the battery 11 becomes a constant value or a certain range, and optimizes the SOC of the battery 11 to thereby wasteful fuel consumption. It works to be able to suppress. Specifically, if the alternator 13 generates power during acceleration, the charging control unit 22 will drive the alternator 13 and burden the engine 16 and consume wasteful gasoline. In this case, the alternator 13 generates electric power when the fuel is not consumed at the time of deceleration or the like and does not consume fuel at the time of deceleration.

  The alternator driving unit 23 controls the generated voltage by controlling the drive current (field current) that flows through the field coil of the alternator 13. Here, in the control of the power generation voltage of the alternator 13, the energization of the field coil of the alternator 13 is controlled by the field duty ratio so that the battery voltage becomes a predetermined target voltage. The field duty ratio varies between 0 and 100%, and the power generation amount of the alternator 13 increases as the value increases. The field duty ratio defines the charging ability of the alternator 13 to the battery 11. When the state where the field duty ratio is the maximum value (100%) of the range that can be taken continues, although the power generation is performed at the maximum capacity, the battery voltage is lower than the target voltage, that is, the battery 11 is It is considered that the battery is being discharged. On the other hand, when the field duty ratio is less than the maximum value (100%), the battery 11 is being charged because the battery voltage has converged to the target voltage without generating power at the maximum capacity. it is conceivable that.

  The idling stop control unit 24 realizes an idling stop function that automatically stops the engine 16 when a predetermined idling stop execution condition is satisfied. The idling stop control unit 24 inputs vehicle speed information from the vehicle speed sensor 43, brake pedal force information from the brake sensor 44, and SOC information of the battery 11 from the battery state detection unit 21. The idling stop control unit 24 constitutes an idling stop execution determination unit according to the present invention.

  More specifically, when the vehicle 10 is temporarily stopped due to a red light at an intersection, when the idling stop execution condition is satisfied, the idling stop control unit 24 automatically stops the engine 16. The idling stop execution conditions include vehicle speed, brake pedal force, SOC of the battery 11, and the like. In particular, the SOC of the battery 11 must supply power to the starter motor 14 when the engine 16 is restarted to restart the engine 16, and must supply power to the electric load 15 while the engine 16 is stopped. This is one of the important conditions for the idling stop condition.

  The vehicle state detection unit 25 detects whether or not the vehicle 10 has temporarily stopped the engine 16 based on information from the idling stop control unit 24. Further, the vehicle state detection unit 25 detects whether or not the vehicle 10 is under charge control for controlling the charge state of the battery 11 to a predetermined amount based on information from the charge control unit 22. Further, the vehicle state detection unit 25 detects whether or not the field duty ratio of the current supplied to the field coil of the alternator 13 is equal to or less than a predetermined value based on information from the alternator driving unit 23. And the vehicle state detection part 25 outputs the detected result information to the offset correction apparatus 30 as vehicle state information. The vehicle state detection unit 25 constitutes vehicle state detection means according to the present invention.

  The engine control unit 26 controls the engine 16 and controls a starter motor 14 and a fuel injection valve, a fuel injection pump, a spark plug, an airflow control valve and the like (not shown). .

  With the above-described configuration, the engine 16 according to the present embodiment is controlled by the engine ECU 20 according to the driving state. That is, the engine ECU 20 determines the engine such as crank angle, throttle opening, accelerator opening, intake air amount, intake air temperature, intake air pressure, engine cooling water temperature, and engine speed detected by various sensors connected to the input / output circuit. The fuel injection amount, injection timing, ignition timing, etc. are determined based on the operating state, and the injector and spark plug are driven to perform fuel injection and ignition.

  The offset correction device 30 includes a microcomputer including a CPU, a ROM, a RAM, an input / output circuit connected to the current sensor 12 and the engine ECU 20 (not shown). The offset correction device 30 executes a control program stored in advance in a ROM, thereby causing the microcomputer to function as a current sensor signal input unit 31, charge / discharge determination units 32 and 33, a correction instruction unit 34, and an offset error correction unit 35. It is designed to function as a functional part.

  The current sensor signal input unit 31 inputs a current sensor signal indicating the charge / discharge current value of the battery 11 from the current sensor 12.

  The charge / discharge determination unit 32 determines whether the battery 11 is being charged or discharged based on the current sensor signal input by the current sensor signal input unit 31, and sends a determination result signal indicating the determination result to the correction instruction unit 34. It is designed to output. Specifically, the charge / discharge determination unit 32 determines that the battery 11 is being charged when the average value of the current sensor signal is a positive value, and the battery when the average value of the current sensor signal is a negative value. 11 is determined to be discharging. The charge / discharge determination unit 32 constitutes a second charge / discharge determination unit according to the present invention.

  The charge / discharge determination unit 33 determines whether the battery 11 is being charged or discharged based on the vehicle state information received from the engine ECU 20, and outputs a determination result signal indicating the determined result to the correction instruction unit 34. It has become. Specifically, the charge / discharge determination unit 33 charges the battery 11 when the vehicle 10 is not idling stopped, the vehicle 10 is not under charge control, and the field duty ratio of the alternator 13 is equal to or less than a predetermined value. It is determined to be in the middle. Specifically, the predetermined value is about 85% to 97%. The charge / discharge determination unit 33 constitutes a first charge / discharge determination unit according to the present invention.

  The determination conditions used for determination by the charge / discharge determination unit 33 exclude the conditions that may be during discharge. That is, during idling stop, the battery 11 is discharged to supply power to the electric load 15. Further, when the SOC of the battery 11 is large even during the charge control, the alternator driving unit 23 lowers the power generation voltage of the alternator 13 and can be discharged from the battery 11.

  Even when idling stop and charge control are not performed, if the power consumption at the electric load 15 is larger than the power generation capacity of the alternator 13 at the number of revolutions of the engine 16 at that time, the insufficient power is consumed from the battery 11. Therefore, the battery 11 is discharged. Therefore, since the power generation capacity of the alternator 13 is indicated by a field duty ratio, the field duty ratio which can be regarded as having a sufficient margin in the power generation capacity of the alternator 13 = 85% to 97% (more preferably 90% to 95%) or less. If you are charging.

  The correction instruction unit 34 instructs the offset error correction unit 35 to perform offset correction based on each determination result signal received from the charge / discharge determination units 32 and 33. Specifically, when the charge / discharge determination unit 32 determines that the battery 11 is being discharged and the charge / discharge determination unit 33 determines that the battery 11 is being charged, the correction instruction unit 34 causes the offset error correction unit 35 to An offset instruction signal for instructing offset correction is output.

  When receiving the offset correction instruction signal from the correction instruction section 34, the offset error correction section 35 corrects the offset of the current sensor signal input by the current sensor signal input section 31. The offset error correction unit 35 constitutes an offset error correction unit according to the present invention. Hereinafter, the correction of the offset of the current sensor signal will be described with reference to FIG.

  In FIG. 3A, the average current of the battery 11 is set to 0.2A ± 1A in consideration of current fluctuation, and the offset error of the current sensor 12 is set to −0.5A. In this case, the detected value of the current sensor 12 is −0.3A ± 1A on average. In this state, since the average value of the battery current is −0.3 A, when the battery current value is accumulated for 30 minutes, the change in capacity becomes −540 Asec. For example, 55D23 defined in JIS standard D5301 (lead storage battery for starting) The battery (12V48Ah) is recognized as 0.3% discharge.

  Therefore, the offset error correction unit 35 calculates a value obtained by correcting the negative offset of the battery current (corrected battery current) from the detection value (current sensor detection value) of the current sensor 12 and the average value of the detection value of the current sensor 12. Subtract (average current sensor value). In the example shown in FIG. 3A, the offset error correction unit 35 obtains the corrected battery current from [Equation 1]. The current sensor average value is, for example, an average value for 5 seconds.

[Equation 1]
Battery current after correction = Current sensor detection value-Current sensor average value (-0.3A)
= Current sensor detection value + 0.3A

  As a result, as shown in FIG. 3B, the battery average current becomes 0 A, and even if the battery current value is integrated for 30 minutes, the capacity change is 0 Asec. That is, the offset error correction unit 35 corrects the negative offset of the battery current, and a signal indicating the corrected battery current is output from the offset correction device 30 to the engine ECU 20. Therefore, in vehicle 10 in the present embodiment, it is possible to avoid erroneous determination that the detection value of current sensor 12 does not satisfy the idling stop execution condition due to the offset error included in the detection value of current sensor 12.

  Next, an experimental result in an actual vehicle will be described with reference to FIG.

  FIG. 4A is a diagram showing temporal changes in battery current, battery average current, and current integrated value in an idling state in a conventional vehicle. As shown in FIG. 4A, the conventional vehicle includes a period in which the battery average current is a negative value due to an offset error included in the detection value of the current sensor. For this reason, in the conventional vehicle, the current integrated value gradually decreases with time, and it is determined that the idling stop execution condition is not satisfied, and idling stop is prohibited. As a result, in the conventional vehicle, the idling stop is not executed immediately when the engine is in the idling state, so that the driver feels uncomfortable or erroneously recognizes that the vehicle is abnormal.

  On the other hand, in the vehicle 10 in the present embodiment, the offset error included in the detection value of the current sensor 12 is corrected as described above, so that the battery average current is negative as shown in FIG. Current integrated value does not decrease. Therefore, since the idling stop is not prohibited in the vehicle 10 in the present embodiment, unlike the conventional one, it is possible to avoid giving the driver a sense of discomfort or misrecognizing that the vehicle is abnormal. .

  Next, the operation of the offset correction apparatus 30 in the present embodiment will be described with reference to FIGS.

  The current sensor signal input unit 31 inputs a current sensor signal indicating the charge / discharge current value of the battery 11 from the current sensor 12 (step S11).

  Based on the vehicle state information received from the engine ECU 20, the charge / discharge determination unit 33 determines whether the battery 11 is being charged or discharged by the processing of steps S12 to S14.

  In step S12, the charge / discharge determination unit 33 determines whether or not the vehicle 10 is idling stopped. In step S12, when the charge / discharge determination unit 33 determines that idling is stopped, the process proceeds to step S17 described later, and when it is determined that idling is not stopped, the process proceeds to step S13.

  In step S13, the charge / discharge determination unit 33 determines whether or not the vehicle 10 is under charge control. In step S12, when the charge / discharge determination unit 33 determines that charging control is being performed, the process proceeds to step S17 described later, and when it is determined that charging control is not being performed, the process proceeds to step S14.

  In step S14, the charge / discharge determination unit 33 determines whether the field duty ratio (f_duty) of the alternator 13 is equal to or less than a predetermined value. In step S14, when the charge / discharge determination unit 33 determines that the field duty ratio is not less than the predetermined value, the process proceeds to step S17 described later, and when it is determined that the field duty ratio is less than the predetermined value, the process proceeds to step S15. Here, when the process proceeds to step S <b> 15, it means that the charge / discharge determination unit 33 determines that the battery 11 is being charged. In this case, the charge / discharge determination unit 33 outputs a determination result signal indicating that the battery 11 is being charged to the correction instruction unit 34.

  The charge / discharge determination unit 32 determines whether the battery 11 is being charged or discharged based on the current sensor signal input by the current sensor signal input unit 31 (step S15). Specifically, the charge / discharge determination unit 32 determines that the battery 11 is being charged when the average value of the current sensor signal is a positive value, and the battery when the average value of the current sensor signal is a negative value. 11 is determined to be discharging.

  In step S15, when the charge / discharge determination unit 32 determines that the battery 11 is not being discharged, the process proceeds to step S17 described later.

  On the other hand, if it is determined in step S15 that the battery 11 is being discharged, the charge / discharge determination unit 32 outputs a determination result signal indicating that to the correction instruction unit 34, and the offset error correction unit 35 The offset error included in the detection value of the sensor 12 is corrected (step S16). Specifically, the offset error correction unit 35 calculates the corrected battery current by subtracting the current sensor average value from the current sensor detection value based on [Equation 1].

  The offset error correction unit 35 outputs the current sensor signal after correction of the offset error to the engine ECU 20 when the offset error is corrected, and the current sensor signal input in step S11 when the offset error is not corrected. (Step S17).

  As a result, in the vehicle 10 in the present embodiment, it is not determined that the detection value of the current sensor 12 does not satisfy the idling stop execution condition, and the idling stop can be performed more appropriately.

  In the above-described embodiment, the current sensor 12 including the Hall element has been described as an example of the means for detecting the charge / discharge current of the battery 11, but the present invention is not limited to this, and the above-described embodiment A current sensor that may generate such an offset error, for example, a shunt-type current sensor may be used. In the case of a shunt-type current sensor, an offset error may occur in an amplifier that amplifies the voltage across the shunt resistor or an AD converter that converts the output of the amplifier into a digital value. Similar effects can be obtained by correcting in the same manner as in the embodiment.

  As described above, in the vehicle control apparatus according to the present embodiment, the offset error correction unit 35 corrects the detection value of the current sensor 12 indicating discharging as the offset error of the current sensor 12, so that the detection of the current sensor 12 is performed. Due to the offset error included in the value, it is not determined that the detection value of the current sensor 12 does not satisfy the idling stop execution condition, and the idling stop can be performed more appropriately.

  Moreover, the offset control part 35 in this Embodiment correct | amends the offset error of the current sensor 12, and the charge control part 22 can perform charge control more appropriately.

  In addition, the offset error correction unit 35 in the present embodiment corrects the offset error of the current sensor 12, for example, when it is determined that the battery capacity is equal to or less than a predetermined threshold value when dark current is consumed. In a system that cuts off the power supply of a device or the like, it is possible to avoid the loss of the content previously set in the memory by the user due to erroneous determination of the battery capacity.

  As described above, the vehicle control apparatus according to the present invention has an effect that the idling stop can be performed more appropriately, and has an idling stop function that temporarily stops the engine when the idling stop execution condition is satisfied. This is useful as a control device for an onboard vehicle.

DESCRIPTION OF SYMBOLS 10 Vehicle 11 Battery 12 Current sensor 13 Alternator 14 Starter motor 15 Electric load 16 Engine 20 Engine ECU (vehicle control device)
DESCRIPTION OF SYMBOLS 21 Battery state detection part 22 Charge control part 23 Alternator drive part 24 Idling stop control part (idling stop execution determination means)
25 Vehicle state detection unit (vehicle state detection means)
26 Engine Control Unit 30 Offset Correction Device (Vehicle Control Device)
31 current sensor signal input unit 32 charge / discharge determination unit (second charge / discharge determination unit)
33 charge / discharge determination unit (first charge / discharge determination means)
34 Correction instruction section 35 Offset error correction section (offset error correction means)
41 Voltage sensor 42 Liquid temperature sensor 43 Vehicle speed sensor 44 Brake sensor

Claims (2)

A vehicle control device mounted on a vehicle that temporarily stops an engine when a predetermined condition including a state of charge of a battery is satisfied,
A current sensor for detecting a charge / discharge current of the battery;
Vehicle state detection means for detecting the state of the vehicle;
First charge / discharge determination means for determining whether the battery is being charged or discharged based on the detected state of the vehicle;
Second charge / discharge determination means for determining whether the battery is being charged or discharged based on a detection value of the current sensor;
On the condition that the first charging / discharging determining means determines that the charging is being performed and the second charging / discharging determining means determines that the discharging is being performed, the current sensor indicating the discharging is being performed. Offset error correction means for correcting a detected value as an offset error of the current sensor;
Idling stop execution determination means for determining whether to perform idling stop based on the detected value of the current sensor after correction of the offset error;
Equipped with a,
The first charge / discharge determination means is that the vehicle is not in a state of temporarily stopping the engine, and that the vehicle is not under charge control for controlling the charge state of the battery to a predetermined amount, and the vehicle is A control apparatus for a vehicle, characterized in that the battery is determined to be charged on the condition that a duty ratio of a current supplied to a field coil of an alternator having a predetermined value or less . The vehicle control device according to claim 1, wherein the current sensor is a current sensor having a Hall element .

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