JP2018145805A - Vehicle control device - Google Patents

Abstract

A control device for a vehicle capable of improving a fuel consumption rate of an internal combustion engine by appropriately setting an automatic restart timing of the internal combustion engine during automatic stop.
In a vehicle that performs idling stop-and-start control, whether or not the vehicle is idling stop traveling (ST2), and if the vehicle is traveling, a device that requires a battery voltage guarantee is in operation. Whether or not (ST3) and the device that needs to guarantee the battery voltage when the vehicle is stopped is operating (ST6), the battery voltage threshold for engine restart determination is changed (ST4, ST5, ST7, ST8). Thereby, the automatic restart timing of the engine can be delayed during operation of a device that does not require a high battery voltage. That is, it is possible to obtain a long engine stop period, and as a result, it is possible to improve the fuel consumption rate of the engine.
[Selection] Figure 3

Description

  The present invention relates to a vehicle control device. In particular, the present invention relates to an improvement in a vehicle that performs idling stop-and-start control.

  Conventionally, as disclosed in Patent Document 1, when an automatic stop condition is satisfied when a vehicle is in a stopped state or in a decelerating state while traveling, the internal combustion engine (engine) is automatically stopped, and then automatically restarted. A vehicle that performs idling stop-and-start control that automatically restarts an internal combustion engine when a start condition is satisfied is known.

  Patent Document 1 discloses changing a remaining threshold value of battery (storage battery) power for automatically restarting an internal combustion engine that is automatically stopped.

Japanese Patent Laid-Open No. 2006-6297

  However, in Patent Document 1, a remaining threshold value of battery power for automatically restarting the internal combustion engine is set regardless of the operation state of the auxiliary machine and the vehicle running state. For this reason, depending on the operating state of the auxiliary machine and the vehicle running state during the automatic stop of the internal combustion engine, the automatic restart timing of the internal combustion engine becomes earlier than necessary (the idling stop period cannot be obtained longer). There was a possibility. For this reason, there is room for improving the fuel consumption rate of the internal combustion engine by appropriately setting the automatic restart timing of the internal combustion engine.

  The present invention has been made in view of the above points, and an object of the present invention is to improve the fuel consumption rate of the internal combustion engine by appropriately setting the automatic restart timing of the internal combustion engine that is automatically stopped. An object of the present invention is to provide a control device for a vehicle that can perform the above.

  The solving means of the present invention for achieving the above object is that the internal combustion engine is automatically stopped when the automatic stop condition is satisfied and the automatic restart condition is satisfied while the vehicle is running and when the vehicle is stopped. A control device applied to a vehicle that automatically restarts an internal combustion engine is assumed. The control device includes a condition that the voltage of the storage battery is less than a predetermined voltage threshold as a condition for the automatic restart, and according to a vehicle running state and an auxiliary device operating state during the automatic stop of the internal combustion engine. The voltage threshold is changed.

  Due to this specific matter, the voltage threshold as a condition for automatically restarting the internal combustion engine is changed according to the vehicle running state and the auxiliary machine operating state during the automatic stop of the internal combustion engine, and the voltage of the storage battery is low The automatic restart timing of the internal combustion engine can be delayed when the auxiliary machine that can tolerate operation is in operation or when the power consumption is low. That is, it is possible to obtain a longer stop period (idling stop period) of the internal combustion engine while suppressing the operation of the minimum required auxiliary equipment (suppressing that the automatic restart of the internal combustion engine is too early). Thereby, the fuel consumption rate of the internal combustion engine can be improved.

  In the present invention, the condition for automatically restarting the internal combustion engine includes that the voltage of the storage battery is less than a predetermined voltage threshold value, and the voltage depends on the vehicle running state and the operating state of the auxiliary machine during the automatic stop of the internal combustion engine. The threshold is changed. As a result, it is possible to obtain a longer stop period of the internal combustion engine when operating an auxiliary machine that can permit the voltage of the storage battery to be lowered, and to improve the fuel consumption rate of the internal combustion engine. it can.

It is a figure which shows schematic structure of the engine and intake / exhaust system which concern on embodiment. It is a block diagram which shows the control system of an engine. It is a flowchart figure which shows the procedure of engine restart control.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the control device according to the present invention is applied to an automobile engine (internal combustion engine) will be described.

-General configuration of engine and intake / exhaust system-
FIG. 1 is a diagram showing a schematic configuration of an engine 1 and an intake / exhaust system according to the present embodiment. In FIG. 1, only the configuration of one cylinder of the engine 1 is shown.

  The engine 1 in this embodiment is, for example, a 4-cylinder gasoline engine, and includes a piston 12 that forms a combustion chamber 11 and a crankshaft 13 that is an output shaft. The piston 12 is connected to a crankshaft 13 via a connecting rod 14.

  A signal rotor 15 is attached to the crankshaft 13. A crank position sensor 71 is disposed near the side of the signal rotor 15. The crank position sensor 71 outputs a pulse signal (output pulse) corresponding to the passage of the protrusion 16 of the signal rotor 15 when the crankshaft 13 rotates.

  A water temperature sensor 72 for detecting the engine water temperature (cooling water temperature) is disposed in the cylinder block 17 of the engine 1.

  An ignition plug (ignition plug) 2 is disposed in the combustion chamber 11 of the engine 1. The ignition timing of the spark plug 2 is adjusted by the igniter 21. The igniter 21 is controlled by an engine ECU (Electronic Control Unit) 6.

  An intake passage 3 and an exhaust passage 4 are connected to the combustion chamber 11 of the engine 1. An intake valve 31 is provided between the intake passage 3 and the combustion chamber 11. An exhaust valve 41 is provided between the exhaust passage 4 and the combustion chamber 11. The opening / closing drive of the intake valve 31 and the exhaust valve 41 is performed by each rotation of an intake camshaft and an exhaust camshaft (both not shown) to which the rotation of the crankshaft 13 is transmitted.

  An air cleaner 32, an air flow meter 73, an intake air temperature sensor 74, and an electronically controlled throttle valve 33 are disposed in the intake passage 3. The throttle valve 33 is driven by a throttle motor 34. The opening degree of the throttle valve 33 is detected by a throttle opening degree sensor 75.

  An injector 35 is disposed in the intake passage 3. The injector 35 is supplied with fuel at a predetermined pressure from a fuel tank by a fuel pump, and injects the fuel into the intake passage 3. This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 11 of the engine 1. The air-fuel mixture introduced into the combustion chamber 11 undergoes a compression stroke of the engine 1 and is then ignited and burned by the spark plug 2. The combustion of the air-fuel mixture in the combustion chamber 11 causes the piston 12 to reciprocate and the crankshaft 13 to rotate.

  Two three-way catalysts 42 and 43 are disposed in the exhaust passage 4 of the engine 1. An air-fuel ratio sensor 76 is disposed upstream of the three-way catalyst 42 in the exhaust passage 4, and an oxygen sensor 77 is disposed downstream. The output signals of the air-fuel ratio sensor 76 and the oxygen sensor 77 are each A / D converted and then input to the engine ECU 6.

  Note that the vehicle according to the present embodiment, as will be described later, is an electric power steering for assisting the steering force when the steering operation is performed by the driver, and when the brake pedal is depressed by the driver. An electric assist brake for assisting the braking force is provided.

-Description of control block-
The operating state of the engine 1 is controlled by the engine ECU 6. As shown in FIG. 2, the engine ECU 6 includes a CPU (Central Processing Unit) 61, a ROM (Read Only Memory) 62, a RAM (Random Access Memory) 63, a backup RAM 64, and the like.

  The CPU 61, ROM 62, RAM 63, and backup RAM 64 are connected to each other via a bus 67, and are connected to an external input circuit 65 and an external output circuit 66. In addition to the crank position sensor 71, the water temperature sensor 72, the air flow meter 73, the intake air temperature sensor 74, the throttle opening sensor 75, the air-fuel ratio sensor 76, the oxygen sensor 77, the external input circuit 65 includes an accelerator opening sensor 78, A vehicle speed sensor 79, a brake pedal sensor 7A, a battery voltage sensor 7B, a radar sensor (millimeter wave radar, laser radar, etc.) for detecting the front state of the host vehicle (especially the presence or absence of a preceding vehicle) and a camera for imaging the front of the vehicle ( A forward detection sensor 7C composed of a CCD (Charge Coupled Device), a CMOS (Complementary Metal-Oxide Semiconductor), or the like is connected. Since the function of each sensor is well-known, description here is abbreviate | omitted.

  Further, a wiper switch 81, an air conditioner switch 82, a travel mode changeover switch 83, an ACC (Adaptive Cruise Control) switch 84, a headlamp switch 85, and the like are also connected to the external input circuit 65.

  The wiper switch 81 is, for example, a lever switch disposed on the side of a steering column in a vehicle cabin, and outputs an appropriate wiper command signal to a wiper device (not shown) when the driver performs a tilting operation. In addition, “AUTO” which is an automatic operation using a known rain sensor, “HI” which is a high speed operation, “LO” which is a low speed operation, “OFF” which is a stop state, and the like can be switched. The output signal (wiper command signal) of the wiper switch 81 is input to the engine ECU 6.

  The air conditioner switch 82 is a switch for setting the air conditioning in the passenger compartment. The air conditioner (not shown) (air conditioner compressor, blower, etc.) is used to switch the preset temperature in the passenger compartment, the set air volume, and the outlet of the air conditioning air. Etc.) to output an appropriate air conditioning command signal. The air conditioner switch 82 includes an AUTO switch for switching to “AUTO” that automatically adjusts the set air volume according to the set temperature, and an OFF switch for switching to “OFF” that stops the air conditioner. Yes. An output signal (air conditioning command signal) of the air conditioner switch 82 is also input to the engine ECU 6.

  The travel mode switching switch 83 is a switch for selectively switching the travel mode of the vehicle to a sports mode, a normal mode, an eco mode, or the like. In the sport mode, the response such as the opening / closing operation of the throttle valve 33 to the operation of the accelerator pedal is set high, and in the eco mode, the response such as the opening / closing operation of the throttle valve 33 to the operation of the accelerator pedal is set low. It is what is done. An output signal (travel mode request signal) for the travel mode selected by the travel mode switch 83 is input to the engine ECU 6.

  The ACC switch 84 is a switch for switching ON / OFF of adaptive cruise control. The adaptive cruise control is a well-known control that controls the host vehicle so that the distance between the preceding vehicle and the host vehicle is maintained at an appropriate interval. That is, the inter-vehicle distance between the preceding vehicle and the host vehicle is calculated based on the output signal from the front detection sensor 7C, and the engine 1 and the transmission (not shown) are controlled so as to maintain the inter-vehicle distance substantially constant. . Output signals (adaptive cruise control ON signal, adaptive cruise control OFF signal) from the ACC switch 84 are input to the engine ECU 6.

  The headlamp switch 85 is an operation switch for switching on / off of the headlamp of the vehicle and switching the irradiation state of the high beam / low beam. The output signal of the headlamp switch 85 is input to the engine ECU 6.

  On the other hand, the throttle motor 34, the injector 35, the igniter 21 and the like are connected to the external output circuit 66.

  The engine ECU 6 executes various controls of the engine 1 based on output signals from the various sensors and output signals from various switches. For example, ignition timing control of the spark plug 2, fuel injection control of the injector 35, drive control of the throttle motor 34, idling stop and start control described later, and the like are executed.

-Outline of idling stop-and-start control-
The vehicle according to the present embodiment automatically stops the engine 1 when a predetermined automatic stop condition is satisfied, while it automatically restarts the engine 1 when a predetermined automatic restart condition is satisfied (S & S control). ).

  As the idling stop and start control, the engine 1 is automatically stopped on condition that the vehicle is stopped (hereinafter referred to as stop idling stop control), and the engine 1 is automatically operated when the vehicle is in a deceleration state. Some stop (hereinafter referred to as deceleration idling stop control).

  The stop idling stop control and the deceleration idling stop control have different start conditions (idling stop start conditions).

  Specifically, the start condition of the stop idling stop control includes at least a vehicle stop. Other conditions include that the brake pedal is depressed (brake ON), the engine water temperature is equal to or higher than a predetermined water temperature (for example, 40 ° C.), and the like.

  The start condition of the deceleration idling stop control includes at least that the vehicle is decelerating at a deceleration greater than or equal to a predetermined value in the traveling state. Since the deceleration idling stop control is started while the vehicle is running, the starting condition is not included in the starting condition of the stop idling stop control in addition to the above-described deceleration exceeding the predetermined value. For example, it includes predetermined conditions for ensuring safe driving such as hydraulic conditions of the transmission.

  Thus, the vehicle according to the present embodiment can execute both the stop idling stop control and the deceleration idling stop control. That is, the vehicle can execute the idling stop control when one of the start conditions of the stop idling stop control and the start conditions of the deceleration idling stop control is satisfied.

  When executing the idling stop control, the engine ECU 6 stops the fuel injection from the injector 35 (fuel cut). On the other hand, when the engine 1 is automatically restarted, the engine ECU 6 restarts fuel injection from the injector 35 and transmits an automatic restart signal to a starter motor (not shown).

-Engine restart control-
Next, engine restart control, which is a feature of this embodiment, will be described.

  As described above, in Patent Document 1, a remaining threshold value of battery power for automatically restarting the engine is set regardless of the operation state of the auxiliary machine and the vehicle running state. For this reason, depending on the operation state of the auxiliary machine and the vehicle running state during the automatic stop of the engine, there is a possibility that the automatic restart timing of the engine becomes earlier than necessary. For this reason, there is room for improving the fuel consumption rate of the engine by appropriately setting the automatic restart timing of the engine.

  In the present embodiment, in view of this point, the fuel consumption rate of the engine 1 is improved by appropriately setting the automatic restart timing of the engine 1 during automatic stop.

  Specifically, the condition for automatically restarting the engine 1 includes that the battery voltage has become less than a predetermined voltage threshold, and the voltage according to the vehicle running state and the operating state of the auxiliary machine during the automatic stop of the engine 1 The threshold is changed. As a result, when the auxiliary machine that allows the battery voltage to be low during the automatic stop of the engine 1 or in a state where the power consumption is low, the engine is set by setting the voltage threshold value low. 1 automatic restart timing can be delayed. In other words, the engine 1 can be stopped for a long period (idling stop period) while guaranteeing the operation of the minimum required auxiliary equipment, thereby improving the fuel consumption rate of the engine 1. .

  Next, the engine restart control procedure will be described with reference to the flowchart of FIG. This flowchart is repeatedly executed every predetermined time after the start switch of the vehicle is turned on.

  First, in step ST1, it is determined whether or not the current vehicle state is idling stopped. This determination is based on the engine speed calculated based on the output signal from the crank position sensor 71 in a state where the start switch is turned on (a state where the start switch is turned on and not turned off). Is performed by determining whether or not “0” is “0”. Alternatively, it may be determined that the engine is idling stopped by recognizing that the engine ECU 6 has output an idling stop signal (a fuel injection stop command signal to the injector 35).

  If the current state of the vehicle is not idling stopped and NO is determined in step ST1, it is assumed that the engine 1 is in operation and the process returns as it is.

  On the other hand, if the current state of the vehicle is idling stopped and YES is determined in step ST1, the process proceeds to step ST2, and it is determined whether or not the vehicle is currently running. This determination is made by determining whether or not the vehicle speed calculated based on the output signal from the vehicle speed sensor 79 is equal to or higher than a predetermined value.

  If the vehicle is traveling and YES is determined in step ST2 (for example, when the above-described deceleration idling stop is being performed), the process proceeds to step ST3, and a device that requires a battery voltage guarantee is operating during vehicle traveling. (Including a situation in which a device that requires a high battery voltage during operation of the vehicle may operate). The device that requires the guarantee of the battery voltage during traveling of the vehicle is a device that requires that a relatively high battery voltage is maintained during traveling of the vehicle. For example, the adaptive cruise control is executed. In this case, the throttle motor 34 in the case of being set to the sports mode or the like is exemplified. When these adaptive cruise controls are being executed or when the sports mode is set, the vehicle is in a traveling state in which high responsiveness is required for the opening / closing operation of the throttle valve 33. That is, when the battery voltage is low, the responsiveness of the opening / closing operation of the throttle valve 33 cannot be sufficiently obtained. Therefore, when the adaptive cruise control is being executed or the sports mode is set, A high battery voltage is required to be maintained. For this reason, when adaptive cruise control is being executed or when the sport mode is set, a YES determination is made in step ST3 and the process proceeds to step ST4.

  Also in the following cases, it is required that a relatively high battery voltage is maintained, and a YES determination is made in step ST3. That is, when it is determined by the output signal from the forward detection sensor 7C that a preceding vehicle is present ahead of the host vehicle and the distance between the host vehicle and the preceding vehicle is less than a predetermined value, the headlamp switch 85 If it is determined that the headlamp is on based on the output signal from the vehicle, the vehicle speed calculated based on the output signal from the vehicle speed sensor 79 is determined to be greater than or equal to the predetermined value, the brake This is a case where it is determined that the vehicle is suddenly braking based on an output signal from the pedal sensor 7A.

  If there is a preceding vehicle ahead of the host vehicle and the distance between the host vehicle and the preceding vehicle is less than a predetermined value, the driver then performs a steering operation (steering to avoid contact with the preceding vehicle). In this case, it is required that a relatively high battery voltage is maintained so that the steering force can be favorably assisted by the electric power steering.

  When the headlamp is ON, it is required that a relatively high battery voltage is maintained so that the brightness of the headlamp can be sufficiently secured to maintain safety.

  When the vehicle speed is equal to or higher than a predetermined value, a high braking force is required when a braking request is subsequently generated, so that the assisting of the braking force by the electric assist brake is performed relatively well. A high battery voltage is required to be maintained.

  Even when the vehicle is suddenly braking, a high braking force is required. Therefore, it is required that a relatively high battery voltage is maintained so that the braking force can be assisted well by the electric assist brake. Is done.

  On the other hand, examples of the operating state of a device that does not require a battery voltage guarantee during traveling of the vehicle include a case where the wiper device is “AUTO” and a case where the air conditioner is “AUTO”. That is, in these cases, the operating speed of the wiper device is lowered and the performance (air volume, etc.) of the air conditioner is lowered, but this is allowed in the present embodiment. Therefore, when the wiper device is “AUTO” and the air conditioner is “AUTO”, when the condition (YES during execution of adaptive cruise control, etc.) determined as YES in step ST3 described above is not satisfied, The determination at step ST3 is NO and the process proceeds to step ST5. Of course, even when the wiper device is “OFF” and the air conditioner is “OFF”, if the condition determined as YES in step ST3 is not satisfied, NO is determined in step ST3 and the step is performed. It moves to ST5.

  In addition, when the eco mode is set, high responsiveness is not required for the opening / closing operation of the throttle valve 33, and it is not required that a high battery voltage is maintained. For this reason, even when the eco mode is set, if the condition determined as YES in step ST3 is not satisfied, NO is determined in step ST3 and the process proceeds to step ST5.

  If YES is determined in step ST3, the process proceeds to step ST4, the battery voltage threshold for engine restart determination is set to a predetermined value A, and the process proceeds to step ST9. On the other hand, if NO is determined in step ST3, the process proceeds to step ST5, the battery voltage threshold for engine restart determination is set to a predetermined value B, and the process proceeds to step ST9.

  As the relationship between the battery voltage thresholds A and B, B is set to a value smaller than A by a predetermined amount. In other words, when the battery voltage is lowered due to the operation of an auxiliary machine or the like while the vehicle is traveling, when the battery voltage threshold is set to A (the device that requires the battery voltage guarantee is operating while the vehicle is traveling). When the battery voltage threshold value is set to B (such as when a device that does not require battery voltage guarantee is operating while the vehicle is running), the engine 1 is automatically restarted. The power consumption can be set large, and the automatic restart of the engine 1 can be delayed by that much. That is, it is possible to obtain a long idling stop period and improve the fuel consumption rate.

  On the other hand, when the vehicle is stopped and NO is determined in step ST2 (when the above-described stop idling is stopped), the process proceeds to step ST6, and a device that requires a guarantee of the battery voltage is activated while the vehicle is stopped. It is determined whether it is in the middle. In this determination as well, a device that requires a battery voltage guarantee while the vehicle is stopped is a device that is required to maintain a relatively high battery voltage while the vehicle is stopped, for example, as described above. The throttle motor 34 when the sport mode is set is exemplified. That is, when the vehicle is stopped when the sport mode is set, YES is determined in step ST6 and the process proceeds to step ST7.

  Similarly to the case where the vehicle is running, the relatively high battery voltage is maintained even when it is determined that the headlamp is ON based on the output signal from the headlamp switch 85. Therefore, YES is determined in step ST6.

  On the other hand, as described above, the operation state of the device that does not require the battery voltage guarantee while the vehicle is stopped includes the case where the wiper device is “AUTO” and the case where the air conditioner is “AUTO”. That is, when the wiper device is “AUTO” and the air conditioner is “AUTO”, this step is performed when the conditions determined as YES in the above-described step ST6 (during setting of the sport mode, etc.) are not satisfied. A NO determination is made in ST6 and the process proceeds to step ST8. Of course, even when the wiper device is “OFF” and the air conditioner is “OFF”, if the condition determined as YES in step ST6 is not satisfied, NO is determined in step ST6 and the step is performed. It moves to ST8.

  In addition, when the eco mode is set, high responsiveness is not required for the opening / closing operation of the throttle valve 33, and it is not required that a high battery voltage is maintained. For this reason, even when the eco mode is set, a NO determination is made in step ST6 and the process proceeds to step ST8.

  If YES is determined in step ST6, the process proceeds to step ST7, the battery voltage threshold for engine restart determination is set to a predetermined value C, and the process proceeds to step ST9. On the other hand, if NO is determined in step ST6, the process proceeds to step ST8, the battery voltage threshold for engine restart determination is set to a predetermined value D, and the process proceeds to step ST9.

  As the relationship between the battery voltage thresholds C and D, D is set to a value smaller than C by a predetermined amount. In other words, when the battery voltage is lowered due to the operation of an auxiliary machine or the like while the vehicle is stopped, and the battery voltage threshold is set to C (the device requiring the battery voltage guarantee is operating while the vehicle is stopped). When the battery voltage threshold value is set to D (such as when a device that does not require battery voltage guarantee is operating while the vehicle is stopped), the engine 1 is automatically restarted. The power consumption can be set large, and the automatic restart of the engine 1 can be delayed by that much. That is, it is possible to obtain a long idling stop period and improve the fuel consumption rate.

  After setting the battery voltage threshold as described above, in step ST9, it is determined whether or not the current battery voltage detected by the battery voltage sensor 7B is less than the battery voltage threshold.

  If the current battery voltage is equal to or higher than the battery voltage threshold and the battery has a sufficient remaining battery charge, a NO determination is made in step ST9 and the process returns.

  On the other hand, when the current battery voltage reaches less than the battery voltage threshold value and YES is determined in step ST9, the process proceeds to step ST10 and the engine 1 is automatically restarted. That is, the power generation by the operation of the engine 1 (power generation by the alternator) is started, the battery voltage is secured, and the operating state of the auxiliary machine is secured satisfactorily.

  As described above, in the present embodiment, the battery voltage threshold is changed according to the vehicle running state and the auxiliary device operating state during the automatic stop of the engine 1. For this reason, the automatic restart timing of the engine 1 can be delayed at the time of operation of an auxiliary machine that can permit the battery voltage to be low or in a state where the power consumption is small. That is, it is possible to obtain a long stop period (idling stop period) of the engine 1 while guaranteeing the operation of the minimum necessary auxiliary equipment (suppressing that the automatic restart of the engine 1 is too early). Thereby, the fuel consumption rate of the engine 1 can be improved.

-Other embodiments-
In addition, embodiment disclosed this time is an illustration in all the points, Comprising: It does not become a basis of limited interpretation. Therefore, the technical scope of the present invention is not construed only by the above-described embodiments, but is defined based on the description of the scope of claims. The technical scope of the present invention includes meanings equivalent to the scope of claims and all modifications within the scope.

  For example, in the above-described embodiment, as a situation where the battery voltage threshold is set to be high, the headlamp is set when the distance between the host vehicle and the preceding vehicle is less than a predetermined value during the execution of adaptive cruise control, the setting of the sport mode, When ON, the vehicle speed is equal to or higher than a predetermined value, and the vehicle is suddenly braking. The present invention is not limited to this. For example, the brightness of the headlamp can be detected, and when the brightness is less than a predetermined value, the battery voltage threshold value may be set high. Further, when the automatic operation mode is set in a vehicle capable of so-called automatic operation, the battery voltage threshold may be set high. That is, the battery voltage threshold is set high when a device related to running safety is operating or when the device is likely to operate. All of these need not be the conditions for setting the battery voltage threshold high. That is, even when one or more of these conditions are combined to set the battery voltage threshold, it is within the scope of the technical idea of the present invention.

  In the embodiment, the case where the present invention is applied to a vehicle equipped with a four-cylinder gasoline engine has been described. The present invention is not limited to this, and can also be applied to vehicles equipped with other internal combustion engines such as diesel engines. Further, the number of cylinders is not particularly limited.

  The present invention is applicable to automatic engine restart control in a vehicle that performs idling stop-and-start control.

1 engine (internal combustion engine)
35 Injector 6 Engine ECU
71 Crank position sensor 79 Vehicle speed sensor 7B Battery voltage sensor

Claims (1)

In a control device applied to a vehicle that automatically stops an internal combustion engine when an automatic stop condition is satisfied and automatically restarts the internal combustion engine when an automatic restart condition is satisfied while the vehicle is running and when the vehicle is stopped ,
The condition for causing the automatic restart includes that the voltage of the storage battery is less than a predetermined voltage threshold,
A control apparatus for a vehicle, wherein the voltage threshold is changed according to a vehicle running state and an operating state of an auxiliary machine during the automatic stop of the internal combustion engine.

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