JP2013142289A - Idling stop control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve problems of battery voltage decline by motor power consumption upon energizing a motor of a starter motor during coast stop, so that a portion of vehicle safety control devices malfunctions due to reset of an electric power steering or a vehicle operation control unit, start of a reset operation of an AV appliances, etc.SOLUTION: When engaging a pinion gear with a ring gear in an idling stop control device, an energization period to a starter motor is divided into an initial energization period and a main energization period. By calculating the energization amount of the main energization period from a battery state amount in the initial energization interval, the starter motor is driven according to a battery state.

Description

  The present invention relates to a control device that controls the operating state of an internal combustion engine mounted on an automobile, and more particularly to an idle stop control device for an internal combustion engine that automatically restarts after the internal combustion engine is automatically stopped.

  In recent years, in an internal combustion engine mounted on an automobile, a technique for efficiently operating the internal combustion engine has been developed for the purpose of saving energy resources such as gasoline and light oil and protecting the environment.

  For example, in recent automobiles, when an automatic stop condition for an internal combustion engine is established during traveling operation, the internal combustion engine is stopped by shutting off fuel supplied from the fuel injection valve to the internal combustion engine and stopping combustion in the cylinder. It is equipped with an idle stop control device that loses the generated power.

In spite of the fact that the internal combustion engine does not have to be operated due to an intersection or traffic jam, unnecessary driving of the internal combustion engine consumes gasoline or light oil as fuel, which causes an extra CO ₂ It is a control device proposed to solve the problem of being discharged.

  The automatic stop condition of the internal combustion engine by the idle stop control device is established when the driver removes his or her foot from the accelerator pedal or depresses the brake pedal. In short, the car tries to stop from the running state. It detects the state and automatically stops the operation of the internal combustion engine.

  Note that this idle stop control device operates to automatically stop the internal combustion engine when the automatic stop condition of the internal combustion engine is satisfied even if the vehicle is not completely stopped. The internal combustion engine is turned on when a restart request is generated by stepping on the engine, or when the power of the internal combustion engine is necessary to secure the power of auxiliary equipment (compressor for car air conditioner, oil pump for transmission, etc.) Operates to restart.

  As a method for restarting an internal combustion engine that has been stopped or is about to stop due to an automatic stop condition, it has been proposed to restart the internal combustion engine by using a pinion gear push-out starter motor.

  This is because the starter motor pinion gear is pushed out while the rotation of the internal combustion engine is decreasing, and the pinion gear meshes with the ring gear of the internal combustion engine to prepare for restart. Then, by rotating the starter motor, the ring gear is rotated to restart the internal combustion engine.

  Thus, in the idle stop control device, during the inertial rotation period of the internal combustion engine after the automatic stop condition of the internal combustion engine is satisfied and the fuel injection from the fuel injection valve is stopped and the power generated by the internal combustion engine is lost. In addition, it is necessary to pre-engage the pinion gear of the starter motor with the ring gear in preparation for the next restart of the internal combustion engine.

  For this reason, as disclosed in Japanese Patent Application Laid-Open No. 2010-229882 (Patent Document 1), the starter motor is rotated in advance (hereinafter referred to as pre-rotation) during the inertial rotation period of the internal combustion engine after the fuel injection from the fuel injection valve is stopped. When the rotational speed of the pinion gear coaxial with the starter motor is substantially synchronized with the rotational speed of the ring gear fixed to the crankshaft of the internal combustion engine, the pinion gear is engaged with the ring gear. A technique has been proposed in which the internal combustion engine is automatically restarted by a starter motor by inserting it (hereinafter referred to as pre-mesh).

JP 2010-229882 A

  However, the supply of fuel to the internal combustion engine is interrupted, and the generation of power in the internal combustion engine is interrupted. As a result, the internal combustion engine rotates in an inertial manner and the rotational speed decreases (hereinafter referred to as a coast stop). There is a phenomenon in which the battery voltage greatly decreases when energization is started to perform controlled current energization. This phenomenon appears remarkably in an environment where the battery device is deteriorated or the ambient temperature is low.

  When the vehicle is in a coast stop state, if the battery voltage drops significantly, for example, the reset operation of the electric power steering control unit or the vehicle motion control unit may cause some of the functions to malfunction, and the AV device may be reset. Troubles such as entering.

  If the starter motor is energized within a range where the battery voltage does not decrease, the start of the rotation of the starter motor slows down, and the time required to form a pre-mesh where the ring gear and pinion gear mesh is increased. There is a problem that response performance cannot be ensured when there is a start or restart request.

  An object of the present invention is to provide an idle stop control device for an internal combustion engine that does not cause problems with other control devices mounted on a vehicle even in a coast stop state.

  The feature of the present invention is that when the pinion gear meshes with the ring gear, the energization section to the starter motor is divided into an initial energization section and a main energization section, and the battery state quantity measured at the initial energization section is used in the main energization section. The amount of energization is obtained, and the power consumption of the starter motor is adjusted according to the battery state.

  According to the present invention, even when energization control for pre-rotation of the pinion gear of the starter motor is performed during the coast stop, it is possible to suppress a decrease in the battery voltage, and malfunction of other control devices mounted on the automobile, for example, electric The reset operation of the power steering control unit and the vehicle motion control unit may cause a malfunction of a part of the function, and the AV apparatus may enter a reset operation.

It is a block diagram which shows the structure of an idle stop control apparatus. It is a flowchart figure which shows the control flow of idle stop control which becomes one Example of this invention. FIG. 3 is a characteristic diagram for explaining a change state of the rotation speed of the internal combustion engine, the rotation speed of the pinion gear to the starter motor motor, the drive signal of the starter motor, and the battery voltage when the control flow shown in FIG. 2 is executed. It is a characteristic view explaining the change state of the rotation speed of the internal combustion engine by the other Example of this invention, the rotation speed of the pinion gear by a starter motor, the drive signal of a starter motor, and a battery voltage. It is the characteristic view which showed the relationship between the battery voltage used in one Example of this invention, and the drive duty of a starter motor. It is a characteristic view explaining the change state of the rotation speed of the internal combustion engine by the other Example of this invention, the rotation speed of the pinion gear by a starter motor, the drive signal of a starter motor, and a battery voltage. It is a characteristic view explaining the change state of the rotation speed of the internal combustion engine by the other Example of this invention, the rotation speed of the pinion gear by a starter motor, the drive signal of a starter motor, and a battery voltage.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. First, the general configuration and operation of an idle stop control device will be described with reference to FIG.

  FIG. 1 shows a simple structure of an idle stop control device. A starter motor 101 is a so-called pinion gear push-out starter motor, and includes a motor 105, a pinion gear 103 rotated by the motor 105, and a pinion gear 103. The magnet switch 102 is an extrusion means for extruding.

  The rotation of the motor 105 is decelerated by a reduction mechanism inside the motor 105 to increase the torque and transmit it to the pinion gear 103. When the magnet switch 102 is energized, the pinion gear 103 is pushed out by the shift lever 109 (right direction in FIG. 1) and is connected to the ring gear 104. The pinion gear 103 is splined in the axial direction of the motor 105 and is movable in the axial direction.

  Note that the magnet switch 102 may be omitted as long as it has a function of pushing out the pinion gear 103. The pinion gear 103 is integrated with the one-way clutch 107.

  As described above, the pinion gear 103 is spline-coupled in the axial direction of the motor 105 and can move in the axial direction. The pinion gear 103 meshes with the ring gear 104 connected to the crankshaft of the internal combustion engine and rotates. Power can be transmitted to the internal combustion engine.

  The one-way clutch 107 is configured such that power is transmitted only in the direction in which the motor 105 rotates the internal combustion engine in the forward direction. Thus, when the pinion gear 103 is engaged with the ring gear 104, the rotation speed of the ring gear 104 becomes a synchronous speed corresponding to the reduction ratio with respect to the rotation speed of the motor 105, or faster than that. Become speed.

  In other words, if the ring gear 104 attempts to lower than the rotational speed of the pinion gear 103, the rotational speed of the ring gear 104 does not fall below the synchronous speed with respect to the motor 105 because the one-way clutch 107 transmits power.

  On the other hand, when the rotational speed of the ring gear is higher than the synchronous speed, the one-way clutch 107 does not transmit power, so that power is not transmitted from the ring gear 104 to the motor 105 side.

  As shown in FIG. 1, the signal from the crank angle sensor 110 is used to detect the crank angle and calculate the rotational speed of the internal combustion engine, and the signal from the crank angle sensor 110 is input to the control device 108. Since the ring gear 104 and the crankshaft of the internal combustion engine (not shown) are connected, the rotational speed of the ring gear and the rotational speed of the internal combustion engine are synonymous.

  The control device 108 includes a control signal for a fuel injection valve that supplies fuel to the cylinder, a control signal for an ignition device that ignites an air-fuel mixture in the cylinder, a control signal for an electronic control throttle valve that controls the air supplied to the cylinder, and the like. It generates and controls the combustion in the cylinder. In addition to this, the control device 108 includes a function unit that executes a starter motor drive control function, a normal rotation determination function, an idle stop determination function, and the like.

  Further, the control device 108 includes an accelerator opening sensor 111 that detects the state of the accelerator pedal, a brake switch 112 that detects the state of the brake pedal, a vehicle speed sensor 113 that detects the vehicle speed, and a pinion that detects the rotational speed of the pinion gear 103. A signal from the rotation sensor 114 or the like is input. Then, the idle stop control is permitted based on these various information, and at least the fuel supply from the fuel injection valve is cut off, whereby the operation of the internal combustion engine is stopped.

  Further, the control device 108 outputs the pinion gear push command signal Mgs and the motor rotation command signal Sts independently via the semiconductor switch mechanism 106 during the inertial rotation period of the internal combustion engine. As shown in FIG. 1, a magnet switch energization switch that transmits a pinion gear push command signal Mgs and a motor energization switch that transmits a motor rotation command signal Sts control the pinion gear push and rotation of the motor 105. Although the semiconductor switch mechanism 106 is shown as a part that plays the role of a switch, a relay switch having a mechanical contact can also be used.

  In the idle stop control device having the above-described configuration, when the driver removes his or her foot from the accelerator pedal or steps on the brake pedal, the control device 108 determines that the vehicle is about to stop, and the fuel injection valve Stop the control signal to. As a result, there is no air-fuel mixture in the cylinders of the internal combustion engine, so combustion is stopped and the internal combustion engine performs inertial rotation and the rotational speed decreases.

  When the rotational speed decreases and reaches the vicinity of the predetermined meshing rotation speed, the control device 108 turns on the motor energization switch to rotate the motor 105, and when this rotation reaches the predetermined rotation speed, the motor energization switch. Turn off. In synchronization or in conjunction with this, the magnet switch energization switch is turned on, and the pinion gear 103 is pushed out to the ring gear 104 side via the shift lever 109 by the magnet switch 102 to engage the two. At this time, the rotation speed of the pinion gear 103 and the rotation speed of the ring gear 104 are close to each other (ideally the same rotation speed), and the two mesh smoothly.

  Next, when the accelerator pedal is depressed, the control device 108 determines that the restart request condition is satisfied, and the starter motor motor energization switch is turned on again to rotate the motor 105 and the ring gear via the pinion gear 103. The internal combustion engine is started by rotating 104. This start is the same as a normal start.

  Next, a starter motor drive control method according to an embodiment of the present invention in such an idle stop control device will be described below.

  The control flow shown in FIG. 2 is a flowchart related to the present invention, and is started by a scheduled interrupt every 10 ms, for example. The feature of this embodiment is that the control flow in step 205 and subsequent steps is unique.

  First, step 201 has a function of confirming whether a coast stop is being performed, step 202 has a function of calculating an angular acceleration change during inertial rotation of the internal combustion engine at the coast stop, and step 203 is a step. A function of calculating an estimated arrival time until the target rotational speed of the pre-mesh that meshes the pinion gear 103 of the starter motor with the ring gear 104 of the internal combustion engine before stopping the internal combustion engine based on the change in angular acceleration calculated in 202 It is what has.

  Step 204 has a function of confirming whether or not the estimated arrival time up to the pre-mesh target rotational speed calculated in Step 203 has reached a predetermined value. When the condition is satisfied, the routine proceeds to Step 205 and the motor 105 is initially energized. To start. If the condition is not satisfied in step 204, the process returns to step 203 and the estimated arrival time is calculated. In step 205, it is confirmed whether the estimated arrival time up to the pre-mesh target rotation speed has reached a predetermined value.

  Step 206 has a function of detecting a battery state quantity such as a battery voltage or a battery current during an initial energization section Ts in which an initial energization signal having a predetermined drive duty value is applied to the motor 105. The battery state quantity is a voltage value if it is a battery voltage, and is a current value if it is a battery current. Here, the time length of the initial energization section is arbitrary, but it is necessary to have sufficient time to detect the battery state quantity, which may be a fixed time, or a variable or adjustable time. Also good. The variable or adjustable time can be obtained, for example, by setting the time longer as the ambient temperature is lower.

  Step 207 has a function of determining a predetermined drive duty value according to the battery state quantity detected in step 206 and applying a main energization signal to the motor 105 during the main energization section Tm. Here, the drive duty value in the main energization section Tm is set to be larger than the drive duty value in the initial energization section Ts, and is a value that allows the motor 105 to rotate.

  Step 208 has a function of calculating a pre-rotation target value of the motor 105, and step 209 has a function of determining whether or not the pre-rotation number of the motor 105 has reached the pre-rotation target value.

  When the condition that the pre-rotation number of the motor 105 has reached the pre-rotation target value is satisfied at step 209, the process proceeds to step 210, where the main energization to the motor 105 is cut off. To do.

  Next, with reference to FIG. 3, the rotational speed of the internal combustion engine, the rotational speed of the pinion gear by the motor, the driving signal of the motor, and the change state of the battery voltage when the control of step 205 to step 210 shown in FIG. 2 is executed will be described. To do.

  In FIG. 3, the rotation speed of the internal combustion engine, the pinion rotation speed of the starter motor, the drive duty of the motor, and the battery voltage are displayed from the top.

  Here, the behavior of the motor pinion rotation speed, the motor drive duty, and the battery voltage when the fuel supply is cut off and the internal combustion engine is in the coast stop state because the idle stop control is permitted is shown. In this embodiment, the battery voltage is described as the battery state quantity, but it may be replaced with the battery current.

  First, when the energization condition of the motor 105 is established during the coast stop of the internal combustion engine, initial energization is performed at time t1 in preparation for pre-rotating the motor 105. The energization value 308 applied to the motor 105 by this initial energization is determined by the drive duty value, and this drive duty value is controlled to a fixed value or a value determined by the magnitude of the battery voltage (or battery current) 307 during coast stop. The value is a constant value.

  However, even if the drive duty value continuously changes during the initial energization interval, if the control is successful, the drive duty value is not limited to a constant value.

  The initial energization value 308 at this time is not large enough to actually rotate the motor 105 in this embodiment. The reason for this is that if the motor 105 is rotated by initial energization, the time to reach the pre-rotation target rotation speed will be different, and the timing for premeshing the pinion gear 103 and the ring gear 104 may be shifted.

  Next, the battery voltage (or battery current) 309 representing the battery state quantity during the initial energization section Ts is detected. The battery voltage 309 is either an initial value of the initial energization section Ts, a minimum value, or an average value in the initial energization section 305, and is appropriately selected according to the system. These voltages vary depending on the state of the battery, and the drive duty value in the main energization section Tm is adjusted and selected in accordance with the variation value. The initial energization section TS needs a time during which the battery state quantity can be sufficiently detected, and may be a fixed time, or may be a variable or adjustable time. The variable or adjustable time can be obtained, for example, by setting the time longer as the ambient temperature is lower.

  After the initial energization is performed for a predetermined time in the initial energization section Ts, the main energization of the motor 105 is performed at time t2. The energization amount value 310 applied to the motor 105 by this main energization is determined by the drive duty value, and this drive duty value is determined by the battery state amount detected in the initial energization section Ts as described above. The time of the main energization section Tm is the time until the motor 105 reaches the target rotational speed, but is actually the time determined by the time t3 when the rotational speed of the pinion gear 103 reaches the target rotational speed.

  By feeding back the battery state, the friction of the starter motor 101, and the like from the battery state amount detected in the initial energization section 305, the battery voltage is not significantly lowered even when the starter motor 101 is driven.

  In the energization control of the motor 105, the energization is cut off at the time t3 when the rotation speed of the pinion gear 103 reaches the pre-rotation target value, and the pinion gear 103 is brought into the inertial rotation state. Then, a pre-mesh operation is performed in which the pinion gear 103 and the ring gear 104 are engaged with each other at a pre-mesh rotational speed 312 in which the rotational speed of the internal combustion engine and the rotational speed of the pinion gear 103 are both synchronized.

  Next, an operation example when the drive duty value at the time of main energization is changed based on the battery state amount detected in the initial energization section will be described with reference to FIG.

  When the energization condition of the motor 105 is satisfied at time t1, the motor 105 is initially energized over the initial energization section Ts. At this time, the battery state quantity, for example, the voltage value of the battery is detected, the battery voltage value when the battery is in a deteriorated state is indicated by a voltage value 406 at the time of deterioration, and the battery voltage value when the battery is in a new state is A voltage value 409 is shown.

  When the drive duty value 405 is applied to the motor 105 in the initial energization interval, the battery voltage drop is large during the behavior of the deterioration voltage value 406, so the average battery voltage 407 is reduced, and the drive duty value 408 in the main energization interval is also reduced. Is set.

  On the other hand, at the time of the behavior of the new voltage value 409, since the battery voltage drop is small, the average battery voltage 410 becomes high, and the drive duty value 411 in the main energization section is set to be large.

  Here, FIG. 5 shows a method of setting the drive duty value during the main energization with respect to the battery state quantity. The driving duty value of the motor 105 is obtained as a function of the battery state quantity at the time of initial energization. For example, when the battery state quantity is a battery voltage, the driving duty value is set in proportion to the battery state quantity.

  Here, between point A and point B, the drive duty value is determined in proportion to the battery state quantity. However, if the battery voltage is higher than point B, the drive duty value is determined to be constant, and the battery voltage becomes lower than point A. In an area where the allowable voltage lower limit value 502 or less during driving of the motor 105 is set, for example, the drive duty value is set to zero so as not to fall below the battery allowable voltage lower limit value.

  Next, in the above-described example, the drive duty value of the motor 105 is changed. The rotation characteristic of the pinion gear 103 is changed by this drive duty value, and the behavior is shown in FIG. Since the drive duty control of the motor 105 has been described above, it is omitted here.

  For example, when a deteriorated battery is used, the rotation speed of the pinion gear 103 by the motor 105 having a drive duty value 606 becomes a rotation behavior like a rotation speed characteristic 608 at the time of deterioration.

  On the other hand, for example, when a new battery is used, the rotation speed of the pinion gear 103 by the motor 105 having a drive duty value 607 behaves like a rotation speed characteristic 609 when new, and the rotation increases by a large drive duty value. Will be faster.

  For example, when the pre-rotation target rotation speed is a fixed value, the larger the drive duty value, the faster the arrival time to the pre-rotation target rotation speed. As a result, the pinion gear 103 is turned off by the interruption of the drive duty signal of the motor 105. The timing for entering the inertial rotation is also accelerated. That is, the timing at which the inertial rotation starts varies depending on the drive duty value of the motor 105, and the rotational speed at which the pinion gear 103 and the ring gear 104 mesh with each other varies as in the pre-mesh rotational speed 611 and the pre-mesh rotational speed 612. As a result, new problems such as variations in the collision sound generated during pre-meshing occur.

  The pre-mesh speed during coast stop is pre-mesh at the same speed because of the re-acceleration and re-start requests (hereinafter referred to as change of mind) that occur during the coasting, such as collision sound during pre-mesh. Therefore, in this embodiment, a target pre-mesh target rotation speed is set, and control is performed so that the pre-mesh operation is performed at the pre-mesh target rotation speed.

  Next, a method for suppressing variations in the pre-mesh rotational speed due to the drive duty value of the motor 105 for pre-rotation described in FIG. 6 will be described with reference to FIG.

  The estimated time until the rotation speed of the pinion gear 103 reaches the pre-mesh target rotation speed set in advance in the control device 108 is calculated by the rotation estimation means using the rotation angular acceleration during the coast stop of the internal combustion engine.

  Next, the pre-rotation target rotation speed is calculated from the estimated time until the pre-mesh target rotation speed. That is, the above-described problem is solved by changing the pre-rotation target value of the motor according to the estimated time to the pre-mesh target rotation speed.

  Specifically, when the drive duty value is the drive duty value 705, the increase in the rotational speed of the pinion gear 103 is moderately 707 and the estimated arrival time until the pre-mesh target rotational speed 713 is a time Tpa. The pre-rotation target rotation speed calculated therefrom is the rotation speed 711.

  On the other hand, when the drive duty value is the drive duty value 706, the rotation speed of the pinion gear 103 increases as fast as the characteristic 708, and the estimated arrival time to the pre-mesh target rotation speed 713 becomes longer as the time Tpb. The target rotation speed is calculated as a rotation speed 712 and higher than the previous rotation speed 711.

  Here, it is important that the pre-rotation target rotation speed is calculated so as to be on the inertial characteristic line of the starter motor 101.

  The calculation of the pre-rotation target rotation speed that rides on the inertia characteristic line of the starter motor 101 can be obtained from the angular acceleration 714 and the target pre-mesh rotation speed 713 during the inertia rotation of the starter motor 101 by the following equation (1).

Pre-rotation target rotation speed = a x b + c ... Formula (1)
a: Angular acceleration during inertial rotation of the motor b: Estimated time to the pre-mesh target speed c: Pre-mesh target speed The pre-rotation target speed of the pinion gear 103 is calculated from the estimated time to the pre-mesh target speed. Instead of the calculation, a method may be used in which the calculation is performed based on the drive duty value of the main energization in the main energization section Tm. In this case, the pre-rotation target rotation speed can be obtained as a function of the drive duty value.

  In any case, if the target pre-rotation target rotation speed is adjusted and selected according to the drive duty value, the current-off timing of the motor 105 is also adjusted, and the rotation speed is lowered to the pre-mesh rotation speed while performing proper inertial rotation. be able to.

  Thus, by setting the pre-rotation target rotation speed of the pinion gear 105 so as to be on the inertial rotation trajectory characteristic line 702 of the starter motor, it is possible to absorb variations in the rotation speed of the pinion gear 103 due to variations in the drive duty value. As a result, it is possible to prevent the pre-mesh rotation speed 713 from varying.

  DESCRIPTION OF SYMBOLS 101 ... Starter motor, 102 ... Magnet switch, 103 ... Pinion gear, 104 ... Ring gear, 105 ... Motor, 106 ... Semiconductor switching mechanism, 108 ... Control apparatus, 110 ... Crank angle sensor, 111 ... Accelerator opening sensor, 112 ... Brake switch, Ts ... initial energization section, Tm ... main energization section, 303 ... drive duty value during initial energization, 310 ... drive duty value during main energization.

Claims (13)

When an automatic stop condition for the internal combustion engine is established, the fuel supplied from the fuel injection valve to the internal combustion engine is shut off to stop the combustion in the cylinder, and during the inertial rotation period in which the rotational speed of the internal combustion engine decreases. In the idle stop control device in which the motor of the starter motor is energized so that the pinion gear is engaged with the ring gear connected to the crankshaft of the internal combustion engine.
The energization section of the starter motor is divided into an initial energization section and a main energization section, and an energization amount in the main energization section is obtained from a battery state quantity at the time of the initial energization section. An idle stop control device characterized by driving the motor. In the idle stop control device according to claim 1,
The starter motor has a shift lever that pushes out the pinion gear toward the ring gear, and after the energization to the motor is cut off, the pinion gear is pushed out toward the ring gear while inertially rotating. Stop control device. The idle stop control device according to claim 2,
The idle stop control device characterized in that the initial energization amount to the motor is a fixed value or a predetermined value determined according to the battery state amount. In the idle stop control device according to claim 3,
The idle stop control device according to claim 1, wherein the initial energization amount to the motor is an energization amount that does not rotate the motor of the starter motor. In the idle stop control device according to claim 3,
The initial energization section to the motor is set to an arbitrary time during which the battery state quantity can be measured, and the time length is a fixed time or a predetermined time determined according to the battery state quantity. Control device. In the idle stop control device according to claim 3,
The battery state quantity is a battery voltage or a battery current, and the battery voltage or the battery current detected during the initial energization period is a minimum value or an average value in the initial energization period. Idle stop control device. The idle stop control device according to any one of claims 1 to 6,
The idle stop control device according to claim 1, wherein an energization amount to the motor in the main energization section is determined by a function of a minimum value or an average value of the battery state amount. The idle stop control device according to any one of claims 1 to 5,
A main energization section for the motor is continued until the rotation speed of the pinion gear of the starter motor reaches a predetermined target rotation speed in advance. When an automatic stop condition for the internal combustion engine is established, the fuel supplied from the fuel injection valve to the internal combustion engine is shut off to stop the combustion in the cylinder, and during the inertial rotation period in which the rotational speed of the internal combustion engine decreases. In the idle stop control device in which the motor of the starter motor is energized so that the pinion gear is engaged with the ring gear connected to the crankshaft of the internal combustion engine.
The energization section of the motor is divided into an initial energization section and a main energization section, the energization amount in the main energization section is obtained from the battery state quantity at the time of the initial energization section, and the motor is driven with the energization amount in the main energization section. As well as
The idle stop control device characterized in that when the energization amount in the main energization section is large, the time length of the main energization section is shortened compared to the case where the energization amount in the main energization section is small. In the idle stop control device according to claim 9,
The main energization section to the motor is continued until the rotation speed of the pinion gear of the starter motor reaches a predetermined target rotation speed, and the target rotation speed is predetermined from a change in angular velocity or angular acceleration of the ring gear during inertia rotation. An idle stop control device characterized in that the time until the number of revolutions is estimated and calculated from this estimated time. In the idle stop control device according to claim 10,
The idling stop control device according to claim 1, wherein the target rotational speed is calculated so as to be on the inertial characteristic of the starter motor. In the idle stop control device according to claim 11,
The inertial characteristics during the inertial rotation of the starter motor are the target rotational speed until the ring gear and the pinion gear mesh with each other, the estimated time until meshing at this time, the angular acceleration during the inertial rotation of the motor, and Idle stop control device characterized by being calculated from The idle stop control device according to claim 12,
The target rotational speed is: target rotational speed = a × b + c
a: angular acceleration during inertial rotation of motor b: estimated time to pre-mesh target rotational speed c: idle stop control device obtained by pre-mesh target rotational speed

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