WO2019059021A1

WO2019059021A1 - Engine shutdown control device and engine shutdown control method

Info

Publication number: WO2019059021A1
Application number: PCT/JP2018/033403
Authority: WO
Inventors: 芳幸塚本
Original assignee: 株式会社オートネットワーク技術研究所; 住友電装株式会社; 住友電気工業株式会社
Priority date: 2017-09-20
Filing date: 2018-09-10
Publication date: 2019-03-28
Also published as: JP2019056311A

Abstract

The present invention prevents idling of an engine from being stopped when there is a disconnected wire in a battery. This engine shutdown control device is for an engine-driven vehicle having mounted therein an in-vehicle battery, an alternator that is connected to the in-vehicle battery and that is for generating electricity while the engine is running, and a starter for starting the engine by using the electric power supplied from the in-vehicle battery. The engine shutdown control device is provided with: a shutdown control unit which shuts down the engine upon receipt of shutdown permission information in the case when the speed of the vehicle has dropped to a level lower than a prescribed value; a detection unit which detects the current flowing to the in-vehicle battery and the voltage applied to the in-vehicle battery; and a shutdown permission/rejection determination unit which, on the basis of the current detection value and the voltage detection value detected by the detection unit, determines whether or not there is a disconnected wire in the in-vehicle battery, and transmits the shutdown permission information to the shutdown control unit in the case when it is determined that there are no disconnected wires.

Description

Engine stop control device and stop control method

The present invention relates to a technology for controlling an automatic stop of an engine.

Generally, there is known an engine driven vehicle equipped with an alternator that generates electric power as the engine operates, a starter that starts the engine, and an onboard battery connected to the alternator and the starter. It is also known about idling stop which stops an engine automatically.

In such a vehicle, Patent Document 1 estimates the state of charge of a car battery (abbreviated as state of charge is also referred to as SOC), and based on the estimation result, it is determined whether the remaining capacity of the car battery remains sufficiently. A technique is disclosed that permits judgment if there is an idling stop if it is determined. Further, Non-Patent Document 1 discloses the relationship between SOC and battery open voltage (also referred to as battery open circuit voltage (also referred to as open circuit voltage as OCV)).

Patent No. 5335594 gazette

However, even if the remaining capacity of the in-vehicle battery remains, a state in which there is a break in the in-vehicle battery (for example, a state in which the electrode plate in the in-vehicle battery is damaged; If the idling stop is permitted in such a state, the vehicle battery and the alternator can not supply power to the starter, and the engine can not be restarted and the vehicle can not be restarted.

Since this causes the vehicle to be stuck, which in turn leads to traffic congestion and traffic accidents, there is room for improvement in the technology for permitting idling stop.

Then, an object of this invention is to provide the stop control apparatus and stop control method of an engine which avoid the failure of the engine restart after idling stop.

In order to solve the above problems, an on-board battery, an alternator connected to the on-board battery and generating electric power with operation of the engine, and a starter for starting the engine using power supplied from the on-board battery are mounted. In the vehicle driven by the engine, the stop control device for controlling the automatic stop of the engine stops the engine when receiving the stop permission information when the vehicle speed of the vehicle is lower than a predetermined value. Whether or not there is a break in the on-vehicle battery based on a stop control unit, a detection unit for detecting a current flowing in the on-vehicle battery and a voltage applied to the on-vehicle battery, and a current detection value and a voltage detection value detected by the detection unit When it is determined that there is no disconnection, the stop permission information is transmitted to the stop control unit. And a part.

In the present invention, since the idling stop is prevented in the state where the vehicle battery is disconnected, the failure of the engine start after the idling stop is avoided.

FIG. 1 is a diagram showing an overall configuration of a vehicle to which a stop control device is applied. It is a flow figure at the time of performing automatic stop processing after engine start processing. It is a flowchart at the time of judging the existence of disconnection in a car battery.

{Embodiment}
FIG. 1 is a diagram showing the configuration of the stop control device 1. The stop control device 1 is mounted on a vehicle (not shown) together with the engine 10.

An output shaft (crankshaft) 12 of the engine 10 is mechanically connected to driving wheels (not shown) to drive the vehicle. The alternator 22 is a generator that generates electric power with the operation of the engine 10, and is mounted on a vehicle. Specifically, the rotor of the alternator 22 is mechanically connected to the crankshaft 12 of the engine 10, and the rotation of the rotor by the rotational force of the crankshaft 12 causes the alternator 22 to generate power. Therefore, the alternator 22 may generate electricity by coasting of the vehicle, in addition to the operation of the engine 10. In FIG. 1, these mechanical connections are schematically represented by alternate long and short dash lines.

The regulator 24 is a control circuit that controls the output of the alternator 22 and functions as a voltage adjustment unit that adjusts the output voltage of the alternator 22. Here, although the alternator 22 and the regulator 24 are described as separate components, a regulator capable of adjusting the output voltage may be provided inside the alternator 22 and the regulator 24 may be omitted.

An on-vehicle battery 30 is connected to the battery terminal TB of the regulator 24. For example, a lead storage battery is adopted as the on-vehicle battery 30. Then, each of the plurality of electric loads 44 is connected to the on-vehicle battery 30 in parallel with each of the plurality of switches 42. The plurality of electrical loads 44 include a speedometer that measures the speed of the vehicle in motion.

Furthermore, a starter 40 is connected to the on-vehicle battery 30 as an electrical load. The starter 40 is mechanically connected to the crankshaft 12 and applies initial rotation to the engine 10 to start the engine 10. This mechanical connection is also schematically represented by a dashed line in FIG.

The power supply line J1 between the battery terminal TB and the in-vehicle battery 30, and the ignition terminal TIG of the regulator 24 are connected via an ignition switch 46.

An ECU (Electronic Control Unit) 50 as one of the electrical loads of the on-vehicle battery 30 includes a storage device, and is mainly configured of a microcomputer. This memory device always holds the memory regardless of the state of the main power supply (here, the ignition switch 46) of the ECU 50. Specifically, the storage device is, for example, a backup RAM whose power supply state is maintained at all times, or a nonvolatile memory such as an EEPROM which always stores data regardless of the presence or absence of power supply.

The current sensor 52 is provided on the feed line J1, detects the current discharged from the on-board battery 30, and the current charged to the on-board battery 30, and outputs a current detection value to the ECU 50. The voltage sensor 56 detects a voltage applied to the on-vehicle battery 30, and outputs a voltage detection value to the ECU 50. As described above, the current sensor 52 and the voltage sensor 56 function as the detection unit 5 that detects the current flowing through the in-vehicle battery 30 and the voltage applied to the in-vehicle battery 30.

The ECU 50 controls the engine 10, the alternator 22, and the regulator 24 with respect to the components shown in FIG. In particular, the ECU 50 controls the output voltage of the alternator 22 based on the current detection value output from the current sensor 52 and the voltage detection value output from the voltage sensor 56. More specifically, the ECU 50 outputs a command value (command voltage) of the output voltage to the command terminal TR of the regulator 24. Thus, the regulator 24 adjusts the output voltage of the alternator 22 to the command voltage.

Further, the ECU 50 takes in a power generation state signal indicating the power generation capacity of the alternator 22 and the regulator 24 via the monitor terminal TF of the regulator 24. Here, the power generation capacity is a value quantified by the on / off ratio of the switching element in the regulator 24 (specifically, the ratio of the on time to the on / off cycle: Duty).

The control of the output voltage is performed so as to reduce the amount of increase of the fuel consumption of the engine 10 by the power generation of the alternator 22 as much as possible while keeping the charge state of the on-board battery 30 within the allowable range. Here, the charge state of the on-vehicle battery 30 is a physical quantity that quantifies the discharge capacity of the on-vehicle battery 30 (more specifically, the ratio of the current charge amount to the full charge of the on-vehicle battery 30). As shown in Non-Patent Document 1, it is known that the battery open voltage, which is a voltage when the terminal of the on-vehicle battery 30 is open, depends on the charge state of the on-vehicle battery 30. Further, the relationship between the battery open voltage and the state of charge of the on-board battery 30 is stored in the storage device of the ECU 50.

Further, the ECU 50 has a start control unit 57, a stop control unit 58, and a stop permission determination unit 59.

The start control unit 57 is a functional unit that controls the start processing of the engine 10, supplies power from the on-board battery 30 to the starter 40, and starts the engine 10. Here, the start process is a process in which the start control unit 57 functions to start the engine 10 when the driver of the vehicle turns on the ignition switch 46.

The stop control unit 58 and the stop permission determination unit 59 are functional units that perform an automatic stop process of the engine 10. The automatic stop processing referred to here is processing for automatically stopping the engine 10 when the vehicle speed of the running vehicle decreases, and refers to idling stop.

The stop control unit 58 stops the engine 10 when the vehicle speed of the vehicle is lower than a predetermined value and all the stop permission information described later is received.

The stop permission determination unit 59 determines the presence or absence of a disconnection in the on-vehicle battery 30 based on the current detection value detected by the current sensor 52 and the voltage detection value detected by the voltage sensor 56, and determines that there is no disconnection. The stop permission information 60 is transmitted to the stop control unit 58.

Normally, since the power to the various electric loads 44 must be supplied from the on-vehicle battery 30 during idling stop, the SOC of the on-vehicle battery 30 decreases. Further, at the time of the next start processing, power must be supplied from the on-vehicle battery 30 to the starter 40. Therefore, it is necessary to permit the automatic stop processing in a state where the on-vehicle battery 30 stores the SOC reduction amount during idling and the electric power supply to the starter 40 at the next start.

Therefore, as information to be adopted as the basis for permitting the automatic stop process, in addition to the above-mentioned stop permission information 60 (information transmitted when there is no disconnection in the on-vehicle battery 30), other stop permission information (for example, , Information transmitted when SOC is sufficiently secured. For example, as shown in Patent Document 1, it is determined whether the current detection value is smaller than the reference value or whether the voltage detection value is larger than the reference value as to whether the SOC is sufficiently secured. based on.

The stop control device 1 includes a start control unit 57, a stop control unit 58, a stop permission determination unit 59, and a detection unit 5, and controls the start and stop of the engine 10. The details of the start process and the automatic stop process by the stop control device 1 will be described later with reference to FIGS. 2 and 3.

FIG. 2 is a flow chart of the automatic stop process after the start process of the engine 10. As shown in FIG. In the following, the flow of processing when automatic stop processing is performed after start processing of the engine 10 will be described with reference to FIG. 2.

First, as shown in step ST1 of FIG. 2, the driver of the vehicle turns on the ignition switch 46, whereby the start control unit 57 starts the engine 10. After that, the stop control device 1 determines whether or not the vehicle speed has dropped below a predetermined value in step ST2. Information on the vehicle speed can be obtained from the above-described vehicle speed meter. Since the speed rises without decreasing immediately after the start of traveling of the vehicle, the determination result is No even if the vehicle speed is lower than the predetermined value, and the determination of step ST2 is continued. Similarly, even when the vehicle speed is equal to or higher than the predetermined value, the determination result of step ST2 is No, and the traveling state is maintained.

Then, when the vehicle speed decreases below the predetermined value, the determination result of step ST2 becomes Yes, and the process proceeds to step ST3. In step ST3, the stop control device 1 determines whether all the stop permission information necessary for permitting the automatic stop processing is complete. All stop permission information (for example, two stop permission information of information transmitted when there is no disconnection in the on-vehicle battery 30 and information transmitted when the SOC is sufficiently ensured) to the stop control unit 58 Is input, the determination result in step ST3 of FIG. 2 is Yes, the process proceeds to step ST4, and the automatic stop process is performed by the stop control unit 58 in step ST4 (stop process). On the other hand, when at least one of the stop permission information is missing, the process proceeds to No in step ST3 of FIG. 2, and the automatic stop process is not performed.

As described above, by using the stop permission information 60, it is possible to prevent the idling stop in the state where the vehicle battery is disconnected, and to avoid the failure of the engine restart after the idling stop. Further, by using the stop permission information that the SOC is sufficiently secured, it is possible to prevent the idling stop in the state where the SOC is insufficient, and to avoid the failure of the engine restart after the idling stop.

FIG. 3 is a flow chart when judging the presence or absence of disconnection in the on-vehicle battery 30. As shown in FIG. Each step shown in FIG. 3 is executed, for example, at the timing when the determination result of step ST2 shown in FIG. 2 shifts from No to Yes. Hereinafter, the flow of processing when determining the presence or absence of disconnection in the on-vehicle battery 30 will be described with reference to FIG. 3.

In the present specification, disconnection in the on-vehicle battery 30 refers to disconnection occurring in the on-vehicle battery 30 as viewed from the two connection points of the electric wire extending from the in-vehicle battery 30 and the electric wire extending from the voltage sensor 56. Point to. Specifically, when there is a break in the in-vehicle battery 30, for example, when the electrode plate in the in-vehicle battery is damaged, or when the electrode plate in the in-vehicle battery and the terminal are disconnected, the in-vehicle battery 30 is In the case where there is a connection failure with the external electric wire, or in the case where the electric wire extending from the in-vehicle battery 30 is disconnected in the section of the two connection points, and the like.

When the determination result of step ST2 of FIG. 2 shifts from No to Yes, step ST10 of FIG. 3 is executed. In step ST10, the current sensor 52 detects the current flowing in the on-vehicle battery 30 (indicated as "battery current" in FIG. 3), and gives the detected first current detection value to the stop permission determination unit 59 (detection step).

Thereafter, the process proceeds to step ST11, the stop permission determination unit 59 refers to the first current detection value, and compares the magnitude relationship between the absolute value of the first current detection value and the first non-negative predetermined value. The comparison is made to determine whether the first current detection value can be regarded as 0 A (ampere, and so forth). Do. As the predetermined value, for example, a value sufficiently smaller than the current that normally flows to the on-vehicle battery 30, such as 0.1 mA (milliampere, the same applies hereinafter), is set.

If the absolute value of the first current detection value exceeds the first non-negative predetermined value as a result of comparison, the determination result of step ST11 of FIG. 3 is No, and the process proceeds to step ST19. In step ST19, as shown in FIG. 3, the stop permission determination unit 59 determines that there is no disconnection in the on-vehicle battery 30. At this time, the stop permission determination unit 59 gives the stop permission information 60 to the stop control unit 58 (stop permission determination step).

On the other hand, when the absolute value of the first current detection value is equal to or less than the predetermined value as a result of comparison, the determination result in step ST11 of FIG. 3 is Yes, and the process proceeds to step ST12. As described above, the determination as to whether or not the first current detection value can be regarded as 0 A is made by comparing the magnitude relationship between the absolute value of the first current detection value and the first non-negative predetermined value. In the case where the first current detection value can be regarded as 0 A, a disconnection occurs in the on-vehicle battery 30, and no disconnection occurs in the on-vehicle battery 30, and the electric power output from the alternator 22 is supplied to each electric load 44 It is assumed that the on-vehicle battery 30 is neither charged nor discharged. In the former case, the automatic stop process can not be permitted. On the other hand, the automatic stop process can be permitted in the latter case. Therefore, these two cases are classified in each step of steps ST12 to ST16 described later.

As shown in step ST12 of FIG. 3, the stop permission determination unit 59 controls the regulator 24 to reduce the output voltage of the alternator 22 (voltage adjustment step). Further, as shown in step ST13 of FIG. 3, the voltage sensor 56 detects the voltage applied to the on-vehicle battery 30, and supplies the detected voltage detection value to the stop permission determination unit 59. Then, as shown in step ST14 of FIG. 3, the stop permission determination unit 59 refers to the voltage detection value and compares the magnitude relationship between the voltage detection value and the battery open voltage. The battery open voltage is, for example, 12.8 V (volts, the same applies hereinafter), and is specified based on the information stored in the storage device of the ECU 50 (for example, the relationship between the battery open voltage and the charge state of the on-vehicle battery 30). Ru. If the voltage detection value is equal to or higher than the battery open circuit voltage, the determination result of step ST14 is No, the process proceeds to step ST12, and steps ST12 to ST14 are repeated.

As a result, the output voltage of the alternator 22 is decreased until the voltage detection value becomes smaller than the battery open voltage, the determination result of step ST14 becomes Yes, and the process proceeds to step ST15. Thereby, in the case of the latter case (ie, when the electric power output from the alternator 22 is supplied to each electric load 44 and the on-vehicle battery 30 is neither charged nor discharged), the vehicle battery 30 is discharged. It is expected that current in the direction will flow. On the other hand, in the case of the former case (when the vehicle battery 30 is disconnected), no current flows in the vehicle battery 30. Therefore, it is possible to determine that there is no disconnection if the current flowing in the in-vehicle battery 30 flows, and no disconnection if the current does not flow in the on-vehicle battery 30, by detecting the current flowing to the in-vehicle battery 30 again.

As shown in step ST15 of FIG. 3, the current sensor 52 detects the current flowing through the on-vehicle battery 30 in a state where the output voltage of the alternator 22 is lowered, and the second current detection value detected is a permission / prohibition decision unit To 59 (detection step). The stop permission determination unit 59 refers to the second current detection value, compares the magnitude relation between the absolute value of the second current detection value and the second non-negative predetermined value, and the second current detection value It is judged whether it can be regarded as 0A. As the second non-negative predetermined value, a value sufficiently smaller than the current normally flowing to the on-vehicle battery 30, such as 0.1 mA, for example, is set as in step ST11 of FIG.

If the absolute value of the second current detection value exceeds the second non-negative predetermined value as a result of comparison, the determination result of step ST16 of FIG. 3 is No, and the process proceeds to step ST20. In step ST20, as shown in FIG. 3, the stop permission determination unit 59 determines that there is no disconnection in the on-vehicle battery 30. At this time, the stop permission determination unit 59 gives the stop permission information 60 to the stop control unit 58 (stop permission determination step). After the determination of the presence or absence of the disconnection, as shown in step ST21 of FIG. 3, the stop permission determination unit 59 controls the regulator 24 to restore the output voltage of the alternator 22 to the value before reduction (voltage adjustment step).

On the other hand, if the absolute value of the second current detection value is less than or equal to the predetermined value as a result of comparison, the determination result of step ST16 of FIG. 3 is Yes, and the process proceeds to step ST17. As described above, the determination as to whether or not the second current detection value can be regarded as 0 A is made by comparing the magnitude relation between the absolute value of the second current detection value and the second non-negative predetermined value. If the second current detection value can also be regarded as 0 A, there is a high possibility that the vehicle battery 30 is disconnected because the vehicle battery 30 is not discharged even after the output voltage of the alternator 22 has dropped. Therefore, in step ST17, as shown in FIG. 3, the stop permission determination unit 59 determines that there is a break in the on-vehicle battery 30. At this time, the stop permission determination unit 59 does not give the stop permission information 60 to the stop control unit 58 (stop permission determination step). Further, after the determination of the presence or absence of the disconnection, as shown in step ST18 of FIG. 3, the stop permission determination unit 59 controls the regulator 24 to restore the output voltage of the alternator 22 to the value before reduction (voltage adjustment step).

If it is determined that the disconnection is present, the determination result of step ST3 of FIG. 2 is No, and the process proceeds to step ST2, and the automatic stop process is not performed. In this case, it is possible to adopt a mode in which the driver of the vehicle is notified of the conditions and measures, such as displaying that the on-vehicle battery 30 is disconnected on an in-vehicle monitor (not shown).

As described above, according to the technology of the present embodiment, it is possible to prevent the idling stop in the state where the vehicle battery is disconnected, so it is possible to avoid the failure of the engine restart after the idling stop.

Further, in the technology of the present embodiment, even if the first current detection value can be regarded as 0 A, the second current in a state where the output voltage of the alternator 22 is lowered without judging that there is a disconnection immediately. Based on the detection value, determine the presence or absence of disconnection. Therefore, when the electric power output from the alternator 22 is supplied to each of the electric loads 44 and the vehicle battery 30 is neither charged nor discharged, the possibility of erroneously determining that the vehicle battery 30 is broken is reduced. be able to.

Further, in the technique of the present embodiment, when the regulator 24 reduces the output voltage of the alternator 22, the output voltage is made smaller than the battery open circuit voltage. In general, when the on-board battery 30 is fully charged or the SOC of the on-board battery 30 is larger as it approaches full charge, current in the charging direction is less likely to flow through the on-board battery 30. In the present embodiment, since the output voltage of the alternator 22 is lowered to promote the flow of the current in the discharge direction to the on-vehicle battery 30, it is determined whether or not the disconnection occurs without being affected by the difficulty of the current flowing in the charge direction. be able to.

Further, in the technology of the present embodiment, when the output voltage of the alternator 22 is reduced, the regulator 24 sets the output voltage of the alternator 22 to a value before the reduction after the determination of the presence or absence of the disconnection by the stop permission determination unit 59. Restore. Therefore, it is possible to prevent the occurrence of an adverse effect due to the decrease in the output voltage of the alternator 22 in the traveling of the vehicle after the determination of the presence or absence of the disconnection.

{Modification}
In the above embodiment, the aspect using the stop permission information 60 transmitted when there is no disconnection in the on-vehicle battery 30 and the stop permission information transmitted when the SOC is sufficiently secured has been described. The stop permission information may be used.

Further, in the above embodiment, the aspect in which the output voltage of the alternator 22 is reduced to detect the second current detection value when the first current detection value is regarded as 0 A has been described, but, for example, the first current When the detected value is regarded as 0A, it may be determined that there is a disconnection immediately.

In the above embodiment, the step of detecting the second current detection value in a state where the voltage detection value is lower than the battery open voltage in steps ST12 to ST15 has been described, but the voltage detection value is lower than the battery open voltage. The second current detection value may be detected in a state of being reduced by a predetermined value or more (for example, 0.5 V or more). In this case, when the output voltage of the alternator 22 is sufficiently reduced, the current in the discharge direction easily flows to the on-vehicle battery 30, and it is easy to determine the presence or absence of the disconnection in the subsequent step ST16.

As described above, the stop control device and the stop control method of the engine have been described in detail, but the above description is an exemplification in all aspects, and the stop control device and the stop control method of the engine are limited thereto. It is not a thing. It is understood that numerous modifications not illustrated may be envisaged without departing from the scope of the engine's shutdown control device and shutdown control method.

1 stop control device 5 detection unit 10 engine 22 alternator 24 voltage adjustment unit (regulator)
30 car battery 40 starter 50 ECU
58 Stop control unit 59 Stop permission judgment unit ST1 to ST4, ST10 to ST21 Step

Claims

An on-vehicle battery, an alternator connected to the on-vehicle battery and generating electricity with operation of the engine, and a starter for starting the engine using power supplied from the on-vehicle battery are mounted and driven by the engine Device for controlling the automatic stop of the engine,
A stop control unit that stops the engine when it receives stop permission information when the vehicle speed of the vehicle is lower than a predetermined value;
A detection unit that detects a current flowing to the on-board battery and a voltage applied to the on-board battery;
Based on the current detection value and the voltage detection value detected by the detection unit, it is determined whether or not the vehicle battery is disconnected, and the stop permission information is transmitted to the stop control unit when it is determined that the disconnection is not present. An engine stop control device comprising:
The engine stop control device according to claim 1, wherein
The stop permission determination unit refers to the first current detection value detected by the detection unit, and the disconnection occurs when the absolute value of the first current detection value exceeds a first non-negative predetermined value. It is judged that there is no engine stop control device.
The engine stop control device according to claim 2,
And a voltage adjusting unit that adjusts an output voltage of the alternator.
When the absolute value of the first current detection value is equal to or less than the first non-negative predetermined value, the voltage adjustment unit reduces the output voltage, and the stop permission determination unit determines the output by the voltage adjustment unit. Referring to the second current detection value detected by the detection unit in the state where the voltage is lowered,
When the absolute value of the second current detection value is equal to or less than a second non-negative predetermined value, the stop permission determination unit determines that the disconnection in the in-vehicle battery is present, and the stop permission determination unit determines the second current detection value. An engine stop control device that determines that the vehicle battery is free of disconnection when the absolute value exceeds the second non-negative predetermined value.
The engine stop control device according to claim 3, wherein
The engine stop control device, wherein the voltage adjustment unit reduces the output voltage to a level smaller than the open circuit voltage of the on-board battery when the output voltage is reduced.
The engine stop control device according to claim 3 or 4, wherein
The engine stop control device, wherein the voltage adjustment unit restores the output voltage to a value before reduction when the output voltage is reduced, after the determination of presence / absence of disconnection by the stop permission determination unit.
An on-vehicle battery, an alternator connected to the on-vehicle battery and generating electricity with operation of the engine, and a starter for starting the engine using power supplied from the on-vehicle battery are mounted and driven by the engine A method of controlling the automatic stop of the engine,
A stop step of stopping the engine when the stop permission information is received when the vehicle speed of the vehicle is lower than a predetermined value;
A detection step of detecting a current flowing to the on-board battery and a voltage applied to the on-board battery;
Determining whether or not there is a break in the on-board battery based on the current detection value and the voltage detection value detected in the detection step, and outputting the stop permission information when it is determined that the disconnection does not exist; An engine stop control method comprising:
The engine stop control method according to claim 6, wherein
In the stop permission determination step, the first current detection value detected in the detection step is referred to, and the disconnection is caused when the absolute value of the first current detection value exceeds a first non-negative predetermined value. It is determined that the engine stop control method.
The engine stop control method according to claim 7, wherein
A voltage adjusting step of adjusting an output voltage of the alternator;
And have
When the absolute value of the first current detection value is equal to or less than the first non-negative predetermined value, the output voltage is decreased in the voltage adjustment step, and the output is determined according to the voltage adjustment step in the stop permission determination step. Referring to the second current detection value detected by the detection step in the state where the voltage is lowered,
In the stop permission determination step, when the absolute value of the second current detection value is equal to or less than a second non-negative predetermined value, it is determined that the disconnection in the on-vehicle battery is present, and the second current detection value is An engine stop control method, wherein it is determined that the vehicle battery is free of disconnection when an absolute value exceeds the second non-negative predetermined value.
The engine stop control method according to claim 8, wherein
The control method of stopping the engine, wherein, in the voltage adjusting step, the output voltage is decreased to a level smaller than the open circuit voltage of the on-board battery when the output voltage is decreased.
The engine stop control method according to claim 8 or 9, wherein
A method of stopping control of an engine, wherein, when the output voltage is lowered, the voltage adjustment step restores the output voltage to a value before the decrease after the determination of the presence or absence of the disconnection in the stop permission determination step.