Vehicle

Abstract

To enable a determination as to whether or not idling stop control is permitted even when an abnormality occurs in a dedicated communication line.SOLUTION: A vehicle includes a first control device and a second control device. The first control device transmits a sensor attributable signal based on a sensor signal from a crank angle sensor for detecting a crank angle of an engine to the second control device via a dedicated communication line, and transmits first speed that is speed of the engine based on the sensor signal to the second control device via a common communication line. The second control device determines whether or not idling stop control is permitted by using second speed that is speed of the engine based on the sensor attributable signal when the dedicated communication line is normal and determines whether or not the idling stop control is permitted by using the first speed when the dedicated communication line is abnormal.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to vehicles. [Background technology]

[0002] Conventionally, as this type of vehicle, there has been proposed a vehicle that executes a determination as to whether or not to permit idling stop control using detection data from a crank angle sensor that detects the crank angle of the engine (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-237961 A Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle equipped with a first control device that controls an engine and a second control device capable of communicating with the first control device, in which the first control device transmits a sensor-induced signal based on a sensor signal from a crank angle sensor for detecting the engine crank angle to the second control device via a dedicated communication line, and the second control device determines whether or not to permit idling stop control using the engine speed based on the sensor-induced signal, idling stop control is prohibited if an abnormality occurs in the dedicated communication line.

[0005] The main objective of the vehicle disclosed herein is to be able to determine whether or not to permit idling stop control even if an abnormality occurs in the dedicated communication line. [Means for solving the problem]

[0006] The vehicle of the present disclosure employs the following means to achieve the above-mentioned main object.

[0007] The vehicle of the present disclosure includes: A vehicle including a first control device that controls an engine, and a second control device that is capable of communicating with the first control device and determines whether or not idling stop control is permitted, the first control device transmits a sensor-based signal based on a sensor signal from a crank angle sensor for detecting a crank angle of the engine to the second control device via a dedicated communication line, and transmits a first rotation speed, which is a rotation speed of the engine based on the sensor signal, to the second control device via a shared communication line; When the dedicated communication line is normal, the second control device determines whether or not to permit the idling stop control by using a second rotation speed, which is a rotation speed of the engine based on the sensor-induced signal, and when the dedicated communication line is abnormal, determines whether or not to permit the idling stop control by using the first rotation speed. The gist of the present invention is as follows.

[0008] The vehicle disclosed herein includes a first control device and a second control device. The first control device transmits a sensor-induced signal based on a sensor signal from a crank angle sensor for detecting the crank angle of the engine to the second control device via a dedicated communication line, and transmits a first rotation speed, which is the engine rotation speed based on the sensor signal, to the second control device via a shared communication line. When the dedicated communication line is normal, the second control device determines whether or not to permit idling stop control using the second rotation speed, which is the engine rotation speed based on the sensor-induced signal, and when the dedicated communication line is abnormal, the second control device determines whether or not to permit idling stop control using the first rotation speed. This makes it possible to determine whether or not to permit idling stop control even if an abnormality occurs in the dedicated communication line.

[0009] In the vehicle of the present disclosure, the second control device may determine whether or not the dedicated communication line is normal by comparing the first rotation speed with the second rotation speed.

[0010] In the vehicle of the present disclosure, the second control device, in determining whether or not to permit the idling stop control, may shorten the judgment time when the first rotation speed is used compared to the judgment time when the second rotation speed is used.

[0011] In the vehicle of the present disclosure, a neutral start switch is provided that is turned on when the operating position of the shift lever is a non-driving position and turned off when the operating position is a driving position, and the first control device acquires the operating position of the shift lever as a shift position and transmits it to the second control device via the shared communication line, and the second control device receives an on / off signal indicating whether the neutral start switch is on or off via a second dedicated communication line, and during and / or after a stop determination of the engine by the idling stop control, when the second dedicated communication line is normal, the second control device uses the on / off signal to determine whether or not to request the implementation of brake holding control that applies braking force to the vehicle, and when the second dedicated communication line is abnormal, to determine whether or not to request the implementation of brake holding control using the shift position.

[0012] In this case, the second control device may determine whether or not the second dedicated communication line is normal by comparing the on / off signal with the shift position. [Brief description of the drawings]

[0013] [Figure 1] 1 is a schematic configuration diagram of a vehicle 10 according to the present disclosure. [Diagram 2] FIG. 2 is a control block diagram of the vehicle 10. [Diagram 3] 5 is a flowchart showing an example of a determination rotation speed setting routine. [Figure 4] 5 is a flowchart showing an example of a brake holding control execution requirement determination routine. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] An embodiment of the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic configuration diagram of a vehicle 10 of the present disclosure. As shown in Fig. 1, the vehicle 10 includes an engine 12, an auxiliary battery 18, and a power transmission device 20. The vehicle 10 may be a rear-wheel drive vehicle as shown in the figure, a front-wheel drive vehicle, or a four-wheel drive vehicle.

[0015] The engine 12 is configured as a multiple-cylinder internal combustion engine that outputs power using fuel such as gasoline or diesel, and a crankshaft of the engine 12 is connected to a power transmission device 20. A starter motor 14 for cranking the engine 12 is connected to the crankshaft of the engine 12.

[0016] The auxiliary battery 18 is configured as a lead-acid battery with a rated voltage of 12V, 24V, 48V, or the like. The auxiliary battery 18 is connected to the starter motor 14 via a neutral start switch 32 and a key / push switch 36, and also via a start-stop electronic control unit (hereinafter referred to as "S&SECU") 48. The neutral start switch 32 is turned on and off depending on the operating position of the shift lever. Examples of the operating positions of the shift lever include a parking position (P position), a reverse position (R position), a neutral position (N position), and a forward position (D position). The neutral start switch 32 is turned on when the operating position of the shift lever is a non-driving position (P position or N position), and is turned off when the operating position of the shift lever is a driving position (R position or D position). When the operating position of the shift lever is shifted from a position other than the P position to the P position, the driving wheels DW are locked by a parking lock mechanism (not shown), and when the shift lever is shifted from the P position to a position other than the P position, the driving wheels DW are unlocked. Details of the S&SECU 48 will be described later.

[0017] The power transmission device 20 is configured as a device that transmits power from the engine 12 to left and right drive wheels (rear wheels), and includes a starting device 21, a mechanical oil pump 22, a transmission 23, a differential gear (differential mechanism) 24, and a hydraulic control device 25. The starting device 21 is a torque converter that has a torque amplifying effect, and includes a lock-up clutch 21c and a damper mechanism 21d. The mechanical oil pump 22 is driven by power from the engine 12. The transmission 23 is configured as a multi-stage (stepped) transmission with 4 to 10 speeds, and includes an input shaft, an output shaft, multiple planetary gears, and multiple hydraulically driven clutches and brakes. The input shaft is connected to the crankshaft of the engine 12 via the starting device 21, and the output shaft is connected to the left and right drive wheels DW via the differential gear 24 and the drive shaft DS. The transmission 23 changes the power transmitted from the engine 12 to the input shaft via the starting device 21 into multiple stages and outputs the power to the output shaft. The transmission 23 may be a continuously variable transmission (CVT) or a dual clutch transmission instead of a multi-stage transmission. The hydraulic control device 25 has a valve body in which multiple oil passages are formed, multiple regulator valves, and multiple linear solenoid valves. The hydraulic control device 25 adjusts the hydraulic pressure of the working oil from the mechanical oil pump 22 and supplies it to the starting device 21 and the multiple clutches and brakes of the transmission 23.

[0018] FIG. 2 is a control block diagram of the vehicle 10. As shown in FIG. 2, the vehicle 10 includes an engine electronic control unit (hereinafter referred to as "engine ECU") 40, a transmission electronic control device (hereinafter referred to as "TMECU") 42, a brake electronic control unit (hereinafter referred to as "brake ECU") 44, and an S&SECU 48. The engine ECU 40, the TMECU 42, the brake ECU 44, and the S&SECU 48 are capable of communicating with each other via a shared communication line (CAN bus) CB. The engine ECU 40 and the S&SECU 48 are also capable of communicating with each other via a dedicated communication line (local bus) LB1. Note that communication delays between the engine ECU 40 and the S&SECU 48 via the dedicated communication line LB1 are sufficiently suppressed compared to communication between the two ECUs via the shared communication line CB.

[0019] The engine ECU 40 includes a microcomputer having a CPU, ROM, RAM, flash memory, and an input / output interface. The engine ECU 40 receives signals related to the state of the engine 12 from various sensors, such as a first pulse signal Sp1, which is a sensor signal from the crank angle sensor 13. The crank angle sensor 13 is attached to the crankshaft of the engine 12 and includes a timing rotor having 34 protrusions, excluding two consecutive protrusions, on its outer circumference, which are 36 protrusions at every 10 degrees, and an electromagnetic pickup that outputs a first pulse signal Sp1 each time the protrusion passes as the timing rotor rotates. The engine ECU 40 also receives an accelerator opening Acc, which is the amount of depression of the accelerator pedal, from an accelerator pedal position sensor 49. The engine ECU 40 controls the operation of the engine 12 (intake air amount control, fuel injection control, ignition control, etc.). The engine ECU 40 calculates the crank angle θcr of the crankshaft of the engine 12 and calculates the rotation speed of the engine 12 as a first rotation speed Ne1 based on the first pulse signal Sp1 from the crank angle sensor 13. The engine ECU 40 transmits a second pulse signal Sp2 (e.g., the same signal as the first pulse signal Sp1) which is a sensor-induced signal based on the first pulse signal Sp1 which is a sensor signal, to the S&SECU 48 via a dedicated communication line LB1. The engine ECU 40 transmits the first rotation speed Ne1 and the accelerator opening Acc of the engine 12 to the S&SECU 48 via a shared communication line CB.

[0020] The TMECU 42 includes a microcomputer, similar to the engine ECU 40. The operation position of the shift lever is input to the TMECU 42 from the shift position sensor 34 as the shift position SP. The TMECU 42 controls the hydraulic control device 25 so as to adjust the hydraulic pressure from the mechanical oil pump 22 and supply it to the starting device 21 and the multiple clutches and brakes of the transmission 23. The TMECU 42 transmits the shift position SP to the S&SECU 48 via the shared communication line CB.

[0021] The brake ECU 44 includes a microcomputer, similar to the engine ECU 40. The brake ECU 44 receives a brake pedal position BP, which is the amount of depression of the brake pedal, from a brake pedal position sensor 50, and a vehicle speed V from a vehicle speed sensor 51. The brake ECU 44 controls the brake actuator 30 of the hydraulic brake device so as to apply a braking force based on the amount of depression of the brake pedal to the vehicle (each wheel including the driving wheels DW). In addition, the brake ECU 44 controls the brake actuator 30 in response to a request from another ECU (for example, the S&SECU 48) so as to apply a braking force to the vehicle regardless of the depression of the brake pedal by the driver. The brake ECU 44 transmits the brake pedal position BP and the vehicle speed V to the S&SECU 48.

[0022] The S&SECU 48 includes a microcomputer similar to that of the engine ECU 40. The S&SECU 48 receives the second pulse signal Sp2 from the engine ECU 40 via a dedicated communication line LB1, and receives an on / off signal NSW indicating whether the neutral start switch 32 is on or off via a dedicated communication line LB2. The S&SECU 48 receives the first rotation speed Ne1 and accelerator opening Acc of the engine 12 from the engine ECU 40 via a shared communication line CB, receives the shift position SP from the TMECU 42 via the shared communication line CB, and receives the brake pedal position BP and vehicle speed V from the brake ECU 44 via the shared communication line CB. The S&SECU 48 calculates the rotation speed of the engine 12 as a second rotation speed Ne2 based on the second pulse signal Sp2. The S&SECU 48 controls the starter motor 14.

[0023] In the vehicle 10 of this embodiment thus configured, when the neutral start switch 32 is turned on (the shift lever is in a non-driving position) and the key / push switch 36 is turned on, the engine 12 is cranked by the starter motor 14, and as the rotation speed of the engine 12 increases, the engine ECU 42 begins to control the operation of the engine 12, and the engine 12 is started.

[0024] In the vehicle 10 of this embodiment, the S&SECU 48 executes idling stop control, which stops the engine 12 when a stop condition is satisfied during the operation of the engine 12 and starts the engine 12 when a start condition is satisfied. As the stop condition, for example, a condition is used in which the shift position SP is in the D position, the accelerator is off (the accelerator opening Acc is a value of 0), the brake is on (the brake pedal position BP is a positive value), the vehicle speed V is equal to or lower than a threshold value Vref, and the determination rotation speed Nej, which is the rotation speed of the engine 12, is equal to or lower than a threshold value Neref. The determination rotation speed Nej is set by a determination rotation speed setting routine described later. As the start condition, for example, a condition is used in which the shift position SP is in the D position and the brake is off (the brake pedal position BP is a value of 0), a condition in which the shift position SP is shifted from the D position to the N position or the R position, or a condition in which the shift position SP is shifted from the D position to the P position and then the brake is on (the brake pedal position BP is a positive value) and the shift position SP is shifted to a position other than the P position. When a stop condition is satisfied while the engine 12 is in operation, the S&SECU 48 stops the engine 12 by causing the engine ECU 40 to stop the operation control of the engine 12. In addition, when a start condition is satisfied, the S&SECU 48 starts the engine 12 by causing the starter motor 14 to crank the engine 12 and causing the engine ECU 42 to start the operation control of the engine 12.

[0025] Next, the operation of the vehicle 10 of this embodiment, in particular the process of setting the determination rotation speed Nej, will be described. Fig. 3 is a flowchart showing an example of a determination rotation speed setting routine that is repeatedly executed by the S&SECU 48. This routine is repeatedly executed.

[0026] When the engine speed setting routine of Fig. 3 is executed, the S&SECU 48 judges whether the dedicated communication line LB1 is normal or not (step S100). This judgment process can be performed by judging whether the difference ΔNe between the second rotation speed Ne2 of the engine 12 based on the second pulse signal Sp2 received from the engine ECU 40 via the dedicated communication line LB1 and the first rotation speed Ne of the engine 12 received from the engine ECU 40 via the shared communication line CB is equal to or less than a threshold value ΔNeref. For example, when the second pulse signal Sp2 is interrupted due to a break in the dedicated communication line LB1 and the second rotation speed Ne2 is a value of 0, but the first rotation speed Ne1 is a certain positive value, it is judged that the dedicated communication line LB1 is abnormal.

[0027] When it is determined in step S100 that the dedicated communication line LB1 is normal, the second rotation speed Ne2 of the engine 12 is set to the determination rotation speed Nej (step S110), and this routine is terminated. As described above, communication delays are sufficiently suppressed in communication via the dedicated communication line LB1 compared to communication via the shared communication line CB. Therefore, by setting the second rotation speed Ne2 of the engine 12 to the determination rotation speed Nej, the determination rotation speed Nej can be set to a more appropriate value (a value closer to the actual rotation speed) compared to when the first rotation speed Ne1 of the engine 12 is set to the determination rotation speed Nej. As a result, it is possible to more appropriately determine whether the stop condition is satisfied, that is, whether the idling stop control is permitted or not. Then, when the stop condition is satisfied and the engine 12 is stopped, the determination rotation speed Nej is used to determine whether the engine 12 has stopped. The stop determination of the engine 12 is used for adjusting the drive timing of the starter motor 14, etc.

[0028] If it is determined in step S100 that the dedicated communication line LB1 is abnormal, the first rotation speed Ne1 of the engine 12 is set to the determination rotation speed Nej (step S120), and this routine ends. This makes it possible to determine whether or not to permit idling stop control even if an abnormality such as a break occurs in the dedicated communication line LB1.

[0029] In the idling stop control, when determining whether the determination speed Nej is equal to or lower than the threshold value Neref among the stop conditions and determining whether the engine 12 has stopped, it is preferable to set the determination time Tj1 when the first rotation speed Ne1 of the engine 12 is set to the determination speed Nej (when the dedicated communication line LB1 is abnormal) shorter than the determination time Tj2 when the second rotation speed Ne2 of the engine 12 is set to the determination speed Nej (when the dedicated communication line LB1 is normal). As described above, communication delays are sufficiently suppressed in communication via the dedicated communication line LB1 compared to communication via the shared communication line CB. For this reason, if the determination time Tj1 and the determination time Tj2 are set to be the same, the determination required time from the transmission of the first rotation speed Ne1 or the second pulse signal Sp2 of the engine 12 from the engine ECU 40 to the completion of the determination may be somewhat longer when the first rotation speed Ne1 is set to the determination speed Nej than when the second rotation speed Ne2 is set to the determination speed Nej. In response to this, by making the judgment time Tj1 shorter than the judgment time Tj2, the judgment required time can be prevented from becoming longer when the first rotation speed Ne1 is set as the judgment rotation speed Nej compared to when the second rotation speed Ne2 is set as the judgment rotation speed Nej. Note that the judgment time Tj1 and the judgment time Tj2 may be the same.

[0030] Next, a description will be given of the operation during and / or after the stop determination of the engine 12 in the idling stop control. During and / or after the stop determination of the engine 12, the S&SECU 48 repeatedly executes the brake holding control implementation request determination routine in Fig. 4 until the start of the engine 12 is completed or until the implementation request of the brake holding control that applies a braking force to the vehicle is cancelled regardless of whether the brake pedal is depressed (whether the brake pedal position BP is a positive value or a value of 0).

[0031] 4, the S&SECU 48 determines whether the dedicated communication line LB2 is normal (step S200). This determination process can be performed by checking whether an on-off signal NSW has been received from the neutral start switch 32, or by comparing the on-off signal NSW with the shift position SP from the shift position sensor 34. For example, when the on-off signal NSW is on and the shift position SP is in the D position, it is determined that the dedicated communication line LB2 is abnormal.

[0032] When it is determined in step S200 that the dedicated communication line LB2 is normal, it is determined that the on-off signal NSW is used (step S210), and it is determined whether or not the on-off signal NSW is on (step S220). When it is determined that the on-off signal NSW is off, a request to execute the brake hold control is transmitted to the brake ECU 44 (step S250), and this routine is terminated. When the brake ECU 44 receives the request to execute the brake hold control, it executes the brake hold control. As described above, when the brake is released when the shift position SP is in the D position, or when the shift position SP is shifted from the D position to the R position, the start condition is satisfied and the engine 12 is started. When the start of the engine 12 is completed (for example, when the S&SECU 48 determines the completion of the start using the determination rotation speed Nej), the S&SECU 48 transmits a release of the request to execute the brake hold control to the brake ECU 44. When the brake ECU 44 receives the cancellation of the request for implementing the brake hold control, the brake ECU 44 basically cancels the implementation of the brake hold control and applies a braking force to the vehicle according to the amount of depression of the brake pedal. Note that even if the request for implementing the brake hold control is cancelled, the brake hold control may continue due to other factors.

[0033] If it is determined in step S220 that the on-off signal NSW is on, a cancellation of the request to implement the brake holding control is transmitted to the brake ECU 44 (step S260), and this routine is terminated.

[0034] If it is determined in step S200 that the dedicated communication line LB2 is abnormal, it is determined that the shift position SP is to be used instead of the on / off signal NSW (step S230), and the shift position SP is checked (step S240). If it is determined that the shift position SP is the D position or the R position, a request for the brake hold control is made (step S250), and this routine ends. On the other hand, if it is determined that the shift position SP is the P position or the N position, the request for the brake hold control is cancelled (step S260), and this routine ends. This makes it possible to determine whether or not to make a request for the brake hold control even if an abnormality such as a break occurs in the dedicated communication line LB2.

[0035] In the vehicle 10 of the present embodiment described above, the engine ECU 40 (first control device) transmits the second pulse signal Sp2 (sensor-induced signal) based on the first pulse signal Sp1 (sensor signal) from the crank angle sensor 13 to the S&SECU 48 (second control device) via the dedicated communication line LB1, and transmits the first rotation speed Ne1 of the engine 12 based on the first pulse signal Sp1 to the S&SECU 48 via the shared communication line CB. When the dedicated communication line LB1 is normal, the S&SECU 48 determines whether or not the idling stop control is permitted using the second rotation speed Ne2 of the engine 12 based on the second pulse signal Sp2, and when the dedicated communication line LB1 is abnormal, the S&SECU 48 determines whether or not the idling stop control is permitted using the first rotation speed Ne1 of the engine 12. This makes it possible to determine whether or not the idling stop control is permitted even if an abnormality occurs in the dedicated communication line LB1.

[0036] In the vehicle 10 of this embodiment, in the idling stop control, when determining whether the determination rotation speed Nej is equal to or less than the threshold value Neref among the stop conditions and when determining whether the engine 12 has stopped, the determination time Tj1 when the first rotation speed Ne1 of the engine 12 is used (when the dedicated communication line LB1 is abnormal) is set shorter than the determination time Tj2 when the second rotation speed Ne2 of the engine 12 is used (when the dedicated communication line LB1 is normal). This makes it possible to prevent the determination required time from the transmission of the first rotation speed Ne1 or the second pulse signal Sp2 of the engine 12 from the engine ECU 40 to the completion of the determination from being longer when the first rotation speed Ne1 is used than when the second rotation speed Ne2 is used.

[0037] Furthermore, in the vehicle 10 of this embodiment, the TMECU 42 acquires the shift position SP and transmits it to the S&SECU 48 via the shared communication line CB. The S&SECU 48 also receives an on / off signal NSW, which indicates whether the neutral start switch 32 is on or off, via the dedicated communication line LB2. Furthermore, during and / or after the stop determination of the engine 12 in the idling control, when the dedicated communication line LB2 is normal, the on / off signal NSW is used to determine whether or not to request the implementation of the brake holding control, and when the dedicated communication line LB2 is abnormal, the shift position SP is used to determine whether or not to request the implementation of the brake holding control. This makes it possible to determine whether or not to request the implementation of the brake holding control even if an abnormality occurs in the dedicated communication line LB2.

[0038] In the above-described embodiment, the vehicle 10 includes the engine ECU 40, the TMECU 42, the brake ECU 44, and the S&SECU 48. However, at least two of the engine ECU 40, the TMECU, and the brake ECU 44 may be integrally configured. In addition, the TMECU 42 and the S&SECU 48 may be integrally configured, or the brake ECU 44 and the S&SECU 48 may be integrally configured.

[0039] The relationship between the main elements of the embodiment and the main elements of the invention described in the section on means for solving the problem will be described. In the embodiment, the engine ECU 40 corresponds to the "first control device", the S&SECU 48 corresponds to the "second control device", the crank angle sensor 13 corresponds to the "crank angle sensor", the dedicated communication line LB1 corresponds to the "dedicated communication line", and the shared communication line CB corresponds to the "shared communication line". In addition, the neutral start switch 32 corresponds to the "neutral start switch", the TMECU 42 corresponds to the "first control device", and the dedicated communication line LB2 corresponds to the "second dedicated communication line".

[0040] Note that the correspondence between the main elements of the embodiment and the main elements of the invention described in the Means for Solving the Problem column does not limit the elements of the invention described in the Means for Solving the Problem column, since the embodiment is an example for specifically explaining the form for implementing the invention described in the Means for Solving the Problem column. In other words, the interpretation of the invention described in the Means for Solving the Problem column should be made based on the description in that column, and the embodiment is merely a specific example of the invention described in the Means for Solving the Problem column.

[0041] The above describes embodiments for implementing the present disclosure, but the present disclosure is not limited to these embodiments, and it goes without saying that the present disclosure can be implemented in various forms without departing from the gist of the present disclosure. [Industrial Applicability]

[0042] The present disclosure is applicable to the vehicle manufacturing industry and the like. [Explanation of symbols]

[0043] 10 vehicle, 12 engine, 13 crank angle sensor, 14 starter motor, 18 auxiliary battery, 20 power transmission device, 21 starting device, 21c lock-up clutch, 21d damper mechanism, 22 mechanical oil pump, 23 transmission, 25 hydraulic control device, 30 brake actuator, 32 neutral start switch, 34 shift position sensor, 36 key / push switch, 40 engine ECU, 42 TMECU, 44 brake ECU, 48 S&SECU, 49 accelerator pedal position sensor, 50 brake pedal position sensor, 51 vehicle speed sensor, CB common communication line, LB1, LB2 dedicated communication line.

Claims

1. A vehicle including a first control device that controls an engine, and a second control device that is capable of communicating with the first control device and that determines whether or not idling stop control is permitted, the first control device transmits a sensor-based signal based on a sensor signal from a crank angle sensor for detecting a crank angle of the engine to the second control device via a dedicated communication line, and transmits a first rotation speed, which is a rotation speed of the engine based on the sensor signal, to the second control device via a shared communication line; the second control device, when the dedicated communication line is normal, determines whether or not the idling stop control is permitted using a second rotation speed, which is a rotation speed of the engine based on the sensor-induced signal, and, when the dedicated communication line is abnormal, determines whether or not the idling stop control is permitted using the first rotation speed. vehicle.

2. 2. The vehicle according to claim 1, the second control device determines whether the dedicated communication line is normal by comparing the first rotation speed with the second rotation speed; vehicle.

3. 3. A vehicle according to claim 1 or 2, the second control device, in determining whether or not to permit the idling stop control, sets a determination time in a case where the first rotation speed is used to be shorter than a determination time in a case where the second rotation speed is used. vehicle.

4. 3. A vehicle according to claim 1 or 2, a neutral start switch that is turned on when the operation position of the shift lever is a non-driving position and turned off when the operation position of the shift lever is a driving position, The first control device acquires an operation position of the shift lever as a shift position and transmits the acquired operation position to the second control device via the shared communication line; The second control device receives an on / off signal indicating whether the neutral start switch is on or off via a second dedicated communication line, the second control device, when the second dedicated communication line is normal during and / or after the engine stop determination by the idling stop control, determines whether or not to make a request for implementing brake holding control for applying a braking force to the vehicle, using the on / off signal, and when the second dedicated communication line is abnormal, determines whether or not to make a request for implementing the brake holding control, using the shift position. vehicle.

5. 5. The vehicle according to claim 4, the second control device determines whether the second dedicated communication line is normal or not by comparing the on / off signal with the shift position; vehicle.

Images