Vehicle control device

Abstract

To determine availability of executing second idling stop processing depending on a situation.SOLUTION: An engine ECU can execute first idling stop processing to stop an internal combustion engine under a condition that a predetermined first condition is met after the internal combustion engine is started up. The engine ECU also can execute second idling stop processing to maintain a stopped state of the internal combustion engine during a period when a predetermined second condition, including that a vehicle is stopped, is met after the engine ECU is started up through operation of an ignition switch. One of the conditions under which the engine ECU executes the first idling stop processing is that an index value correlated with deterioration degree of a battery is within a first range preliminarily set as a range in which the deterioration degree is small. One of the conditions under which the engine ECU executes the second idling stop processing is that the index value is within a second range preliminarily set as a range narrower than the first range.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] The vehicle in Patent Document 1 includes an internal combustion engine, a starter motor, a battery, a control device, and a start switch. The internal combustion engine has a crankshaft. The starter motor is connected to the crankshaft. The starter motor is capable of applying torque to the crankshaft to rotate it. The battery supplies power to the starter motor. The control device controls the internal combustion engine and the starter motor. The start switch is a switch for starting the control device.

[0003] The control device of Patent Document 1 executes a start process to start the internal combustion engine by rotating the crankshaft of the internal combustion engine with a starter motor. The control device of Patent Document 1 also acquires the terminal voltage of the battery during the start process. The control device of Patent Document 1 then executes an idling stop process to automatically stop the internal combustion engine, with one of the conditions being that the terminal voltage of the battery is equal to or higher than a predetermined specified voltage. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2002-115578 A Summary of the Invention [Problem to be solved by the invention]

[0005] In a vehicle such as that of Patent Document 1, the idling stop process may be executed in various situations. Nevertheless, if the conditions of the terminal voltage for executing the idling stop process are uniform in all situations, the control device cannot necessarily execute the idling stop process at an appropriate time. Specifically, in a vehicle, there are situations in which the idling stop process should be actively executed and situations in which it is better to refrain from executing the idling stop process. However, if the execution conditions of the idling stop process are common, the control device cannot determine whether or not to execute the idling stop process in accordance with the above-mentioned differences in the situations. [Means for solving the problem]

[0006] A vehicle control device for solving the above problem is applied to a vehicle including an internal combustion engine having a crankshaft, an electric motor connected to the crankshaft and applying torque to the crankshaft, a battery supplying power to the electric motor, and a start switch operable by a user, and is activated by operation of the start switch to control the internal combustion engine and the electric motor, and includes a first idling stop process for stopping the internal combustion engine on condition that a predetermined first condition is satisfied after the internal combustion engine has started, and a second predetermined condition including that the vehicle has been stopped since the control device was activated by operation of the start switch. and a start process for starting the internal combustion engine by the electric motor if the second condition is not satisfied when the start switch is operated. The first idling stop process is executed with one of the conditions being that an index value correlating with a degree of deterioration of the battery is within a first range that is predetermined as a range in which the degree of deterioration is small, and the second idling stop process is executed with one of the conditions being that the index value is within a second range that is predetermined as a range that includes the first range and is narrower than the first range.

[0007] According to the above configuration, the condition for executing the second idling stop process is stricter than the condition for executing the first idling stop process. That is, the second idling stop process is not executed earlier than the first idling stop process as the battery deteriorates. Then, when the second idling stop process is not executed, the internal combustion engine is started by the electric motor by executing the start process in response to the operation of the start switch. The user of the vehicle can intuitively feel the degree of deterioration of the battery by listening to the driving sound of the electric motor when the start switch is operated. That is, in a situation where the battery is gradually deteriorating and it is desired that the user hear the driving sound of the electric motor associated with the operation of the start switch, the second idling stop process is not executed. In this way, the control device can determine whether or not to execute the second idling stop process according to the situation.

[0008] In the above configuration, the index value may be a terminal voltage of the battery at a specific timing when the internal combustion engine is started by the electric motor, the first range may be a range equal to or greater than a predetermined first specified voltage, and the second range may be a range equal to or greater than a predetermined second specified voltage that is a value higher than the first specified voltage.

[0009] In the above configuration, as the degree of deterioration of the battery increases, the terminal voltage of the battery at a specific timing when the internal combustion engine is started by the electric motor decreases. According to the above configuration, whether or not to execute the first idling stop process and the second idling stop process is determined based on the terminal voltage of the battery that decreases according to the degree of deterioration of the battery. This makes it possible to appropriately determine whether or not to execute the first idling stop process and the second idling stop process according to the degree of deterioration of the battery.

[0010] In the above configuration, the index value may be an internal resistance of the battery, the first range may be a range equal to or less than a predetermined first specified resistance, and the second range may be a range equal to or less than a predetermined second specified resistance that is a value lower than the first specified resistance.

[0011] In the above configuration, as the degree of deterioration of the battery increases, the internal resistance of the battery increases. According to the above configuration, whether or not to execute the first idling stop process and the second idling stop process is determined based on the internal resistance of the battery that increases according to the degree of deterioration of the battery. This makes it possible to appropriately determine whether or not to execute the first idling stop process and the second idling stop process according to the degree of deterioration of the battery. [Brief description of the drawings]

[0012] [Figure 1] 1 is a schematic diagram showing a schematic configuration of a vehicle. [Diagram 2] 13 is a flowchart showing permission determination control. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] <Vehicle Overview> An embodiment will be described below with reference to Figures 1 and 2. First, a schematic configuration of a vehicle 100 will be described.

[0014] As shown in FIG. 1, a vehicle 100 includes an internal combustion engine 10, a torque converter 20, an automatic transmission 30, a differential 41, and a plurality of drive wheels . The internal combustion engine 10 includes a crankshaft 11. The crankshaft 11 rotates by combustion of a mixture of fuel and intake air in a cylinder (not shown). A first end of the crankshaft 11 is connected to left and right drive wheels 42 via a torque converter 20, an automatic transmission 30, and a differential 41. The torque converter 20 converts and outputs torque input from the crankshaft 11. The automatic transmission 30 selects one of a plurality of gears according to the running state of the vehicle 100. The automatic transmission 30 shifts the torque input from the torque converter 20 at a gear ratio according to the selected gear and outputs the torque. The differential 41 allows a difference in rotation speed to occur between the left and right drive wheels 42. In this manner, the vehicle 100 can run by the driving force of the internal combustion engine 10.

[0015] The vehicle 100 includes a belt 50, an alternator 51, a battery 52, and a starter motor 55. The alternator 51 is connected to a second end of the crankshaft 11 via the belt 50. The alternator 51 is capable of generating electricity by torque transmitted from the crankshaft 11. The electric power generated by the alternator 51 increases as the engine rotation speed NE, which is the rotation speed of the crankshaft 11, increases. The battery 52 is electrically connected to the alternator 51. The battery 52 is charged by the electric power generated by the alternator 51. The battery 52 is also electrically connected to the starter motor 55. The battery 52 is capable of supplying electric power to the starter motor 55. The starter motor 55 is connected to a first end of the crankshaft 11. The starter motor 55 is capable of applying torque to the crankshaft 11 to rotate the crankshaft 11. In this embodiment, the starter motor 55 is an example of an electric motor that applies torque to the crankshaft 11 .

[0016] The vehicle 100 is equipped with an accelerator pedal 71, a brake pedal 72, and a shift lever 73. The accelerator pedal 71 is a pedal with which the user operates the acceleration of the vehicle 100. The brake pedal 72 is a pedal with which the user operates a braking device (not shown). An example of the braking device is a disc brake device.

[0017] The shift lever 73 is a lever with which the user switches the driving state of the vehicle 100. The shift lever 73 is operated by the user to switch. Here, the driving states that can be switched by the shift lever 73 are parking, neutral, drive, and reverse. When the driving state of the vehicle 100 is parking or neutral, a gear stage for non-driving is formed in the automatic transmission 30. When the driving state of the vehicle 100 is drive or reverse, a gear stage for driving is formed in the automatic transmission 30.

[0018] In particular, when the vehicle 100 is in a drive state, the automatic transmission 30 can establish ten gear stages from "1st gear" to "10th gear". When the gear stage of the automatic transmission 30 is changed, the gear ratio of the automatic transmission 30 is set to a gear ratio that is determined in advance for each gear stage. Here, the gear ratio of the automatic transmission 30 is a ratio that indicates the number of times that the input shaft of the automatic transmission 30 rotates when the output shaft of the automatic transmission 30 rotates once. The gear ratio of the automatic transmission 30 decreases as the gear stage increases.

[0019] The vehicle 100 is equipped with an accelerator operation amount sensor 81 , a brake operation amount sensor 82 , a lever position sensor 83 , a vehicle speed sensor 84 , a crank angle sensor 85 , a voltage sensor 86 , a current sensor 87 , and an ignition switch 89 .

[0020] Accelerator operation amount sensor 81 is located near accelerator pedal 71. Accelerator operation amount sensor 81 detects accelerator operation amount ACC, which is the amount of operation of accelerator pedal 71 operated by the user of vehicle 100. Here, the greater the amount of operation of accelerator pedal 71 by the user of vehicle 100, the greater the value of accelerator operation amount ACC. Also, when the user of vehicle 100 is not operating accelerator pedal 71, accelerator operation amount ACC becomes zero.

[0021] The brake operation amount sensor 82 is located near the brake pedal 72. The brake operation amount sensor 82 detects a brake operation amount BRA, which is the amount of operation of the brake pedal 72 operated by the user of the vehicle 100. Here, the greater the amount of operation of the brake pedal 72 by the user of the vehicle 100, the greater the value of the brake operation amount BRA. Also, when the user of the vehicle 100 is not operating the brake pedal 72, the brake operation amount BRA becomes zero.

[0022] The lever position sensor 83 is located near the shift lever 73. The lever position sensor 83 detects a lever position LP, which is an operating position of the shift lever 73 operated by the user of the vehicle 100. The operating positions of the shift lever 73 include each of the positions of parking, neutral, drive, and reverse, corresponding to the types of driving conditions of the vehicle 100.

[0023] The vehicle speed sensor 84 detects the vehicle speed SP, which is the speed of the vehicle 100. The crank angle sensor 85 detects the crank angle SC, which is the angular position of the crankshaft 11. The voltage sensor 86 detects the battery voltage VB, which is the voltage between the terminals of the battery 52. ​​The current sensor 87 detects the battery current IB, which is the current input to and output from the battery 52. ​​The ignition switch 89 is located near the driver's seat of the vehicle 100. The ignition switch 89 is a switch that can be operated by the user of the vehicle 100. When the user of the vehicle 100 operates the ignition switch 89, it is possible to start an engine ECU 92, which will be described later, and the like. In this embodiment, the ignition switch 89 is an example of a start switch that can be operated by the user of the vehicle 100. The ignition switch 89 may also be called a start switch, etc.

[0024] The vehicle 100 includes a main ECU 91, an engine ECU 92, and a transmission ECU 93 as devices for controlling the vehicle 100. The main ECU 91 obtains a signal indicating an accelerator operation amount ACC from the accelerator operation amount sensor 81. The main ECU 91 obtains a signal indicating a brake operation amount BRA from the brake operation amount sensor 82. The main ECU 91 obtains a signal indicating a lever position LP from the lever position sensor 83. The main ECU 91 obtains a signal indicating a vehicle speed SP from the vehicle speed sensor 84. The main ECU 91 obtains a signal indicating a crank angle SC from the crank angle sensor 85. The main ECU 91 obtains a signal indicating a battery voltage VB from the voltage sensor 86. The main ECU 91 obtains a signal indicating a battery current IB from the current sensor 87. The main ECU 91 obtains a signal indicating the operation of an ignition switch 89 from the ignition switch 89. The main ECU 91 calculates an engine rotation speed NE, which is the rotation speed of the crankshaft 11, based on the crank angle SC.

[0025] The main ECU 91 comprehensively controls the engine ECU 92 and the transmission ECU 93 by inputting and outputting various signals to and from the engine ECU 92 and the transmission ECU 93. For example, the main ECU 91 calculates a vehicle required output, which is a required value of an output required for the vehicle 100 to run, based on an accelerator operation amount ACC and a vehicle speed SP. The main ECU 91 outputs a signal indicating the vehicle required output to the engine ECU 92 and the transmission ECU 93. The engine ECU 92 controls the internal combustion engine 10 by outputting a control signal based on the vehicle required output to the internal combustion engine 10. Similarly, the transmission ECU 93 controls the automatic transmission 30 by outputting a control signal based on the vehicle required output to the automatic transmission 30.

[0026] Also, for example, the main ECU 91 starts or ends the operation of the engine ECU 92 and the transmission ECU 93 depending on the state of the vehicle 100. Specifically, the main ECU 91 starts the engine ECU 92 and the transmission ECU 93 when a predetermined start condition is satisfied in a state where the engine ECU 92 and the transmission ECU 93 are not operating. Here, an example of the start condition is that the ignition switch 89 is operated in a state where the brake operation amount BRA is greater than zero. Also, the main ECU 91 ends the operation of the engine ECU 92 and the transmission ECU 93 when a predetermined end condition is satisfied in a state where the engine ECU 92 and the transmission ECU 93 are operating. Here, an example of the end condition is that the ignition switch 89 is operated.

[0027] When one or more of a plurality of predetermined start conditions are satisfied, the engine ECU 92 executes a start process for starting the internal combustion engine 10 by the starter motor 55. Specifically, in the start process, the engine ECU 92 outputs a control signal to the starter motor 55, thereby causing the starter motor 55 to apply torque to the crankshaft 11. As a result, the crankshaft 11 starts to rotate by the torque applied from the starter motor 55. In addition, in the start process, the engine ECU 92 outputs a control signal to the internal combustion engine 10, thereby causing the internal combustion engine 10 to operate autonomously and continue the rotation of the crankshaft 11. Here, the plurality of start conditions include, for example, a vehicle required output being greater than zero, and an ignition switch 89 being operated in a state in which a second condition described later is not satisfied. Therefore, when the engine ECU 92 starts by operating the ignition switch 89, if the second condition is not satisfied at that time, the engine ECU 92 executes the start process.

[0028] The engine ECU 92 executes a first idling stop process for stopping the internal combustion engine 10, on condition that a predetermined first condition is satisfied after the internal combustion engine 10 has started. The first condition is that all of the following conditions (S1) to (S5) are satisfied.

[0029] Condition (S1): The vehicle 100 has been traveling after the current startup of the engine ECU 92. Condition (S2): The vehicle speed SP is equal to or less than a predetermined first specified speed. Condition (S3): The brake operation amount BRA is greater than a predetermined first operation amount. Condition (S4): The vehicle required output is zero. Condition (S5): The S&S permission flag is ON.

[0030] Here, an example of the first predetermined speed is about 0 km / h to several km / h. Also, an example of the first operation amount is zero. The S&S permission flag is switched to either ON or OFF by permission determination control described later. Note that the first idling stop processing in this embodiment is referred to as stop & start processing, S&S processing, etc.

[0031] The engine ECU 92 executes a second idling stop process for maintaining the internal combustion engine 10 in a stopped state during a period in which a predetermined second condition is satisfied after the engine ECU 92 is started by the operation of the ignition switch 89. The second condition is that all of the following conditions (F1) to (F5) are satisfied.

[0032] Condition (F1): The vehicle 100 has not been traveling after the current startup of the engine ECU 92. Condition (F2): The vehicle speed SP is equal to or less than a predetermined second specified speed. Condition (F3): The brake operation amount BRA is greater than a predetermined second operation amount. Condition (F4): The vehicle required output is zero. Condition (F5): The FIS permission flag is ON.

[0033] Here, an example of the second predetermined speed is zero km / h. Also, an example of the second operation amount is zero. The FIS permission flag is switched to either ON or OFF by permission determination control described later. Note that the second idling stop processing in this embodiment is referred to as a fast idling stop processing, an FIS processing, or the like.

[0034] The main ECU 91 may be configured as a circuit including one or more processors that execute various processes according to a computer program (software). The main ECU 91 may be configured as a circuit including one or more dedicated hardware circuits, such as an application specific integrated circuit (ASIC), that execute at least some of the various processes, or a combination thereof. The processor includes a CPU and memories such as a RAM and a ROM. The memory stores program codes or instructions that are configured to cause the CPU to execute the processes. The memory, i.e., the computer readable medium, includes any medium that can be accessed by a general-purpose or dedicated computer. The engine ECU 92 and the transmission ECU 93 may have various configurations, similar to the main ECU 91.

[0035] <Permission Judgment Control> Next, the permission determination control performed by the engine ECU 92 will be described. In this embodiment, the engine ECU 92 executes the permission determination control only once each time the execution of the start process for starting the internal combustion engine 10 by the starter motor 55 is completed. The engine ECU 92 switches the S&S flag permission flag and the FIS permission flag between ON and OFF by the permission determination control. Note that, at the time of manufacturing the vehicle 100, both the S&S flag permission flag and the FIS permission flag are ON. In this embodiment, the engine ECU 92 is a control device that controls the internal combustion engine 10 and the starter motor 55.

[0036] As shown in Fig. 2, when the engine ECU 92 starts the permission determination control, the engine ECU 92 proceeds to the process of step S11. In step S11, the engine ECU 92 acquires the change in the battery voltage VB during the current start process. Then, the engine ECU 92 identifies the lowest value among the changes in the battery voltage VB during the current start process as the specific voltage VX. Note that in this embodiment, the point in time when the specific voltage VX is acquired during the start process corresponds to the specific timing when the internal combustion engine 10 is started by the starter motor 55. After that, the engine ECU 92 proceeds to the process of step S12.

[0037] In step S12, the engine ECU 92 acquires the battery voltage VB and the battery current IB at the time when the current start process is completed. Then, the engine ECU 92 calculates the internal resistance RX of the battery 52 based on the battery voltage VB and the battery current IB at the time when the start process is completed. Note that the battery voltage VB and the battery current IB become unstable immediately after the start process is started. Therefore, the engine ECU 92 calculates an accurate internal resistance RX based on the battery voltage VB and the battery current IB at the time when the start process is completed. After that, the engine ECU 92 advances the process to step S21.

[0038] In step S21, the engine ECU 92 judges whether the specific voltage VX is equal to or higher than a first specified voltage AS and whether the internal resistance RX is equal to or lower than a first specified resistance BS. Here, the first specified voltage AS and the first specified resistance BS are determined, for example, as follows. When the deterioration of the battery 52 progresses due to use of the battery 52, the specific voltage VX tends to decrease and the internal resistance RX tends to increase. Therefore, the minimum value of the specific voltage VX that is acceptable for appropriately executing the starting process is obtained by experiment or the like. Then, the minimum value of the specific voltage VX is determined as the first specified voltage AS. Similarly, the maximum value of the internal resistance RX that is acceptable for appropriately executing the starting process is obtained by experiment or the like. Then, the maximum value of the internal resistance RX is determined as the first specified resistance BS. In step S21, when the engine ECU 92 judges that the specific voltage VX is equal to or higher than the first specified voltage AS and the internal resistance RX is equal to or lower than the first specified resistance BS (S21: YES), the process proceeds to step S22. In this embodiment, the specific voltage VX and the internal resistance RX are both index values ​​correlated with the degree of deterioration of the battery 52. ​​The range of the specific voltage VX or higher is the first range for the specific voltage VX. The range of the first specified resistance BS or lower is the first range for the internal resistance RX.

[0039] In step S22, the engine ECU 92 sets the S&S permission flag to ON. As a result, the condition (S5), which is one of the first conditions for executing the first idling stop process, is satisfied. In other words, the first idling stop process is executed with one of the conditions being that the index value correlated with the deterioration degree of the battery 52 is within a first range. After that, the engine ECU 92 advances the process to step S31.

[0040] In step S31, the engine ECU 92 determines whether the specific voltage VX is equal to or higher than a second specified voltage AF and the internal resistance RX is equal to or lower than a second specified resistance BF. Here, the second specified voltage AF is determined as a value higher than the first specified voltage AS by a predetermined voltage. The second specified resistance BF is determined as a value lower than the first specified resistance BS by a predetermined resistance. In step S31, when the engine ECU 92 determines that the specific voltage VX is equal to or higher than the second specified voltage AF and the internal resistance RX is equal to or lower than the second specified resistance BF (S31: YES), the process proceeds to step S32. In this embodiment, the range of the second specified voltage AF or higher is the second range for the specific voltage VX. As described above, since the second specified voltage AF is a value higher than the first specified voltage AS, the second range for the specific voltage VX is a range including the first range for the specific voltage VX and narrower than the first range. Moreover, the range equal to or less than the second specified resistance BF is the second range for the internal resistance RX. As described above, since the second specified resistance BF is a value lower than the first specified resistance BS, the second range for the internal resistance RX is a range that includes the first range for the internal resistance RX and is narrower than the first range.

[0041] In step S32, the engine ECU 92 sets the FIS permission flag to ON. As a result, the condition (F5), which is one of the second conditions for executing the second idling stop process, is satisfied. In other words, the second idling stop process is executed with one of the conditions being that the index value correlated with the deterioration degree of the battery 52 is within the second range. Thereafter, the engine ECU 92 ends the current permission determination control.

[0042] On the other hand, in step S31, when the engine ECU 92 determines that at least one of the conditions that the specific voltage VX is less than the second specified voltage AF and the internal resistance RX is greater than the second specified resistance BF is satisfied (S31: NO), the process proceeds to step S33. In step S33, the engine ECU 92 sets the FIS permission flag to OFF. Note that when the process of step S33 is executed, the process of step S22 described above has been executed. Therefore, the S&S permission flag is ON. Thereafter, the engine ECU 92 ends the current permission determination control.

[0043] In addition, in step S21, when the engine ECU 92 determines that at least one of the conditions that the specific voltage VX is less than the first specified voltage AS and the internal resistance RX is greater than the first specified resistance BS is satisfied (S21: NO), the process proceeds to step S23. In step S23, the engine ECU 92 sets both the S&S permission flag and the FIS permission flag to OFF. After that, the engine ECU 92 ends the permission determination control for this time.

[0044] <Action of this embodiment> In the vehicle 100, when the deterioration of the battery 52 progresses due to use of the battery 52, the specific voltage VX tends to decrease and the internal resistance RX tends to increase. Then, the power supplied from the battery 52 to the starter motor 55 decreases, and the torque applied from the starter motor 55 to the crankshaft 11 also decreases. When the deterioration of the battery 52 progresses excessively, the start process for starting the internal combustion engine 10 by the starter motor 55 may not be executed properly. It is assumed that the deterioration of the battery 52 has progressed to a state where the internal combustion engine 10 can be started but the deterioration has progressed considerably. In this case, the driving time of the starter motor 55 is extended when starting the internal combustion engine 10, or the driving sound of the starter motor 55 changes. In other words, the user of the vehicle 10 may be able to know that the deterioration of the battery 52 is progressing considerably from the driving sound of the starter motor 55 when starting the internal combustion engine 10.

[0045] <Effects of the present embodiment> (1) In this embodiment, the engine ECU 92 executes the first idling stop process under one of the conditions that the specific voltage VX is equal to or higher than the first specified voltage AS and the internal resistance RX is equal to or lower than the first specified resistance BS. The engine ECU 92 also executes the second idling stop process under one of the conditions that the specific voltage VX is equal to or higher than the second specified voltage AF and the internal resistance RX is equal to or lower than the second specified resistance BF. Here, the second specified voltage AF is a value higher than the first specified voltage AS. Also, the second specified resistance BF is a value lower than the first specified resistance BS. Therefore, the condition for executing the second idling stop process is stricter than the condition for executing the first idling stop process. Therefore, as the deterioration of the battery 52 progresses, the second idling stop process is not executed earlier than the first idling stop process. When the second idling stop process is not executed in this way, the start process is executed in response to the operation of the ignition switch 89 by the user of the vehicle 100, and the internal combustion engine 10 is started by the starter motor 55. Then, the user of the vehicle 100 can intuitively sense the degree of deterioration of the battery 52 by listening to the driving sound of the starter motor 55 when the user operates the ignition switch 89. For example, as the deterioration of the battery 52 progresses, the power supplied from the battery 52 to the starter motor 55 decreases, and therefore the period during which the driving sound of the starter motor 55 is perceived by the user of the vehicle 100 as being caused by the longer starting process may become longer. Then, the user of the vehicle 100 can recognize the progress of deterioration of the battery 52 based on the length of the driving sound of the starter motor 55 in the starting process. Furthermore, for example, as deterioration of battery 52 progresses, the power supplied from battery 52 to starter motor 55 decreases, and the volume of the driving sound of starter motor 55 during the starting process perceived by the user of vehicle 100 may decrease. The user of vehicle 100 can recognize the progress of deterioration of battery 52 based on the volume of the driving sound of starter motor 55 during the starting process.In this way, the engine ECU 92 does not execute the second idling stop process when the deterioration of the battery 52 progresses to the point where it is desired that the user of the vehicle 100 hears the driving sound of the starter motor 55. In other words, the engine ECU 92 can determine whether or not to execute the second idling stop process in accordance with the degree of deterioration of the battery 52.

[0046] On the other hand, the condition for executing the first idling stop process is looser than the condition for executing the second idling stop process. This makes it easier to execute the first idling stop process even in a situation where the second idling stop process is not executed. As a result, if the first idling stop process is executed and the internal combustion engine 10 is stopped, the fuel consumed by the internal combustion engine 10 can be reduced.

[0047] (2) In the present embodiment, the engine ECU 92 executes the second idling stop process when two conditions are satisfied: the specific voltage VX is equal to or higher than the second specified voltage AF, and the internal resistance RX is equal to or lower than the second specified resistance BF. Therefore, the execution condition of the second idling stop process is stricter than when the second idling stop process is executed when, for example, one of the above two conditions is satisfied. This makes it more likely that the second idling stop process will not be executed early. As a result, by not executing the second idling stop process, it is easier to ensure an early opportunity for the user of the vehicle 100 to hear the driving sound of the starter motor 55.

[0048] <Example of change> This embodiment can be modified as follows: This embodiment and the following modifications can be combined with each other to the extent that there is no technical contradiction.

[0049] In the permission determination control of the above embodiment, the specific timing for acquiring the index value indicating the deterioration level of the battery 52 may be changed. For example, in step S11, the engine ECU 92 may specify the value of the battery voltage VB at the start or end of the current start process as the specific voltage VX during the current start process. Also, for example, the engine ECU 92 may specify the value at a predetermined time after the start of the start process as the specific voltage VX.

[0050] In the permission determination control of the above embodiment, if the degree of deterioration of the battery 52 can be determined, the process of step S21 may be changed. For example, in step S21, if at least one of the requirement related to the specific voltage VX and the requirement related to the internal resistance RX is satisfied, the engine ECU 92 may proceed to step S22.

[0051] In the permission determination control of the above embodiment, if the degree of deterioration of the battery 52 can be determined, the process of step S31 may be changed. For example, in step S31, if at least one of the requirement related to the specific voltage VX and the requirement related to the internal resistance RX is satisfied, the engine ECU 92 may proceed to step S32.

[0052] In the permission determination control of the above embodiment, as the index value correlating with the degree of deterioration of the battery 52, other index values ​​may be adopted instead of or in addition to the specific voltage VX and the internal resistance RX.

[0053] For example, the time since the battery 52 was installed in the vehicle 100, the integrated value of the output current value since the battery 52 was installed in the vehicle 100, etc. may be used. Note that both the time since the battery 52 was installed and the integrated value of the output current value have a positive correlation with the degree of deterioration of the battery 52.

[0054] In the above embodiment, the configuration of the vehicle 100 may be changed. For example, the vehicle 100 may be provided with a first ECU for controlling the internal combustion engine 10 and a second ECU for controlling the starter motor 55, instead of the engine ECU 92. In this case, the two ECUs, the first ECU and the second ECU, are control devices that control the internal combustion engine 10 and the starter motor 55.

[0055] For example, the vehicle 100 may be equipped with a motor generator as a drive source for the vehicle 100. If the motor generator is connected to the crankshaft 11, the motor generator can be used as an electric motor that applies torque to the crankshaft 11.

[0056] In the above embodiment, the first condition for executing the first idling stop process may be changed. For example, the lever position LP being in parking may be adopted as one of the first conditions. Also, for example, the first predetermined speed of the condition (S2) in the first condition may be about 10 km / h. That is, the first idling stop process may be executed while the vehicle 100 is traveling.

[0057] In the above embodiment, the second condition for executing the second idling stop process may be changed. For example, the lever position LP being in parking may be adopted as one of the second conditions. Also, for example, if the vehicle 100 is equipped with a motor generator as a drive source as described above, the vehicle 100 may be driven only by the drive force of the motor generator. In this case, the vehicle required output of the condition (F4) of the second condition may be a value greater than zero. [Explanation of symbols]

[0058] 10. Internal combustion engine 11…Crankshaft 20...Torque converter 30…Automatic transmission 41…Differential 42…Drive wheel 50…Belt 51...Alternator 52…Battery 55…Starter motor 71...Accelerator pedal 72…Brake pedal 73…Shift lever 81...Accelerator operation amount sensor 82...Brake operation amount sensor 83...Lever position sensor 84...Vehicle speed sensor 85...Crank angle sensor 86…Voltage sensor 87...Current sensor 89…Ignition switch 91…Main ECU 92…Engine ECU 93…Transmission ECU 100…Vehicle

Claims

1. an internal combustion engine having a crankshaft; an electric motor coupled to the crankshaft and applying torque to the crankshaft; a battery for supplying power to the electric motor; a user operable activation switch; Applies to vehicles equipped with A control device that is activated by an operation of the activation switch and controls the internal combustion engine and the electric motor, a first idling stop process for stopping the internal combustion engine when a predetermined first condition is satisfied after the internal combustion engine is started; a second idling stop process for maintaining a stopped state of the internal combustion engine during a period in which a second predetermined condition is satisfied, the second condition including a state in which the vehicle is stopped after the control device is started by the operation of the start switch; a start process for starting the internal combustion engine by the electric motor when the second condition is not satisfied when the start switch is operated, the first idling stop process is executed under one of conditions that an index value correlated with a degree of deterioration of the battery is within a first range that is predetermined as a range in which the degree of deterioration is small, The second idling stop process is executed under one of the conditions that the index value is within a second range that is a predetermined range that includes the first range and is narrower than the first range. Vehicle control device.

2. the index value is a voltage between the terminals of the battery at a specific timing when the internal combustion engine is started by the electric motor, the first range is a range equal to or greater than a first specified voltage; The second range is a range equal to or higher than a second specified voltage that is a value higher than the first specified voltage. The vehicle control device according to claim 1 .

3. the index value is an internal resistance of the battery, the first range being a range equal to or less than a first specified resistance that is determined in advance, The second range is a range equal to or less than a second specified resistance that is a predetermined value lower than the first specified resistance. The vehicle control device according to claim 1 .

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