WO2015159876A1

WO2015159876A1 - Control device for vehicles

Info

Publication number: WO2015159876A1
Application number: PCT/JP2015/061440
Authority: WO
Inventors: 準片岡
Original assignee: スズキ株式会社
Priority date: 2014-04-14
Filing date: 2015-04-14
Publication date: 2015-10-22
Also published as: DE112015001796B4; DE112015001796T5; JP2015203350A

Abstract

A control device for vehicles, that is mounted to a vehicle comprising an ISG motor (34) driven by power supplied from at least either a main battery (31) or a sub-battery (32), and controls the starting of an engine (2) by driving the ISG motor (34). The control device for vehicles executes startup control whereby power is supplied from the main battery (31) to the ISG motor (34) and the engine speed (Ne) is increased once prescribed startup conditions have been fulfilled; and after executing startup control, executes maintenance control whereby power is supplied to the ISG motor (34) from the main battery (31) and the sub-battery (32) and the engine speed (Ne) is maintained at a prescribed target speed.

Description

Vehicle control device

The present invention relates to a vehicle control device, and more particularly to a vehicle control device mounted on a vehicle including a plurality of secondary batteries.

Conventionally, a vehicle power supply system that includes a first battery as a plurality of secondary batteries and a second battery having a smaller internal resistance than the first battery, and drives a starter motor only by electric power supplied from the first battery when the engine is started. (For example, JP 2010-207061 A (see Patent Document 1)).

In recent years, an ISG (Integrated Starter Generator) motor in which a starter and an alternator are integrated is known as a starter motor for starting an engine. Since such an ISG motor can start the engine at a high output, the engine speed can be increased to a higher speed than the idle speed, and the increased speed can be maintained. For this reason, if an ISG motor is used as a starting motor, a creep force can be generated without performing fuel injection, and the vehicle can be started. Thereby, fuel consumption improves.

JP 2010-207061 A

However, as in the vehicle power supply system described in Japanese Patent Application Laid-Open No. 2010-207061, when the ISG motor is driven only by the electric power supplied from the first battery when the engine is started, the first is dependent on the battery capacity and the wiring layout. There is a risk that the supply power will be insufficient with only the battery. When the power supplied to the ISG motor decreases, the drive output of the ISG motor also decreases.

As a result, when the engine is started, the engine speed cannot be increased to a higher speed than the idle speed, and the increased speed cannot be maintained. When the frequency generated in the low-rotation engine and the natural frequency of the vehicle drive system coincide with each other and resonate, vibration increases. Further, the creep force is insufficient and the startability of the vehicle is deteriorated.

Therefore, an object of the present invention is to provide a vehicle control device capable of generating a sufficient creep force by a starter motor while suppressing vibrations when starting an internal combustion engine.

The present invention is driven by electric power supplied from an internal combustion engine, a first secondary battery and a second secondary battery, and at least one of the first secondary battery and the second secondary battery. In a vehicle control device that is mounted on a vehicle that includes a starting motor that controls the start of the internal combustion engine by driving the starting motor, at least the first secondary battery when a predetermined starting condition is satisfied. And a control unit that executes start control for increasing the engine speed of the internal combustion engine by supplying electric power from any one of the second secondary batteries to the starter motor, and the control unit includes the starter After executing the control, the maintenance control is performed to supply electric power from the first secondary battery and the second secondary battery to the starting motor to maintain the engine speed at a predetermined target speed. Also characterized by It is.

According to the present invention, when the internal combustion engine is started, a sufficient creep force can be generated by the starter motor while suppressing vibration.

FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. FIG. 2 is a flowchart showing a flow of start control and maintenance control processes executed by the engine controller of the vehicle control apparatus according to the embodiment of the present invention. FIG. 3 is a timing chart at the time of engine restart executed by the engine controller of the vehicle control apparatus according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, a vehicle 1 equipped with a vehicle control device according to an embodiment of the present invention includes an engine 2 as an internal combustion engine, a power supply system 3, and an engine controller 4 as a control unit. It is configured. The vehicle 1 according to the present embodiment is a vehicle having an idle stop function as will be described later.

The engine 2 includes a four-cycle engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and performs ignition during the compression stroke and the expansion stroke. The engine 2 is provided with an injector 21 for each cylinder for injecting fuel into a combustion chamber (not shown).

The power supply system 3 includes a main battery 31 as a first secondary battery, a sub battery 32 as a second secondary battery, a starter motor 33, an ISG motor 34 as a starting motor, and a sub battery controller 35. It is comprised including.

As described above, by mounting the two batteries of the main battery 31 and the sub battery 32, the power supply system 3 can cope with the load on the battery that is increased by the idle stop function of the vehicle 1.

The main battery 31 is composed of, for example, a lead storage battery, and is electrically connected to the electrical component 31 a and the starter motor 33. The main battery 31 is electrically connected to the ISG motor 34 via the first relay 36.

The first relay 36 is configured to be controlled by the engine controller 4, and can be switched between an ON state and an OFF state in accordance with a command from the engine controller 4. For example, when the first relay 36 is switched to the ON state, the main battery 31 and the ISG motor 34 are electrically connected. When the first relay 36 is switched to the OFF state, the electrical connection between the main battery 31 and the ISG motor 34 is interrupted.

The main battery 31 is provided with a battery state detection sensor 38 that detects the charge / discharge current, voltage, and battery temperature of the main battery 31. The battery state detection sensor 38 is connected to the engine controller 4 and outputs the detected charge / discharge current value, voltage value, and battery temperature value to the engine controller 4.

Engine controller 4 calculates the capacity and internal resistance of main battery 31 based on the charge / discharge current value, voltage value, and battery temperature value input from battery state detection sensor 38.

As the battery state detection sensor 38, for example, a current sensor that detects the charge / discharge current of the main battery 31 is provided with a voltage sensor that detects voltage and a battery temperature sensor that detects battery temperature. it can. A current sensor, a voltage sensor, and a battery temperature sensor may be provided separately.

The sub-battery 32 is composed of, for example, a lead storage battery or a lithium ion storage battery. The sub-battery 32 is electrically connected to the electrical component 32 a and the ISG motor 34 via the second relay 37.

The second relay 37 is configured to be controlled by the engine controller 4 and can be switched between an ON state and an OFF state in accordance with a command from the engine controller 4. When the second relay 37 is switched to the ON state, the sub battery 32, the ISG motor 34, and the electrical component 32a are electrically connected. When the second relay 37 is switched to the OFF state, the electrical connection between the sub battery 32, the ISG motor 34, and the electrical component 32a is interrupted.

The starter motor 33 is a motor for starting the engine that drives the crankshaft (not shown) of the engine 2 to a rotational speed at which the engine 2 can be started by electric power supplied from the main battery 31.

The ISG motor 34 is a motor having a function as an alternator that generates power by driving the engine 2 in addition to a function as a starter for starting the engine 2. The ISG motor 34 is connected to the crankshaft of the engine 2 through a plurality of gears, a belt, a chain, or the like so that power can be transmitted.

The ISG motor 34 is driven by electric power supplied from at least one of the main battery 31 and the sub battery 32. Specifically, when the first relay 36 is in the ON state and the second relay 37 is in the OFF state, it is driven only by the electric power supplied from the main battery 31. When the first relay 36 is in an ON state and the second relay 37 is also in an ON state, the first relay 36 is driven by electric power supplied from the main battery 31 and the sub battery 32.

In this embodiment, a starter motor 33 and an ISG motor 34 are provided as motors for starting the engine 2, but these are used properly according to the situation. For example, the engine is started by the starter motor 33 when the engine is started when the ignition is ON, that is, when the engine is not returned from idle stop. At the time of idle stop return, the engine is started by the ISG motor 34. The use of the starter motor 33 and the ISG motor 34 described above is merely an example, and the present invention is not limited to this.

The sub battery controller 35 is connected to the sub battery 32 and is a controller capable of monitoring the voltage, capacity, and internal resistance of the sub battery 32. For example, although not shown, a current sensor, a voltage sensor, and a battery temperature sensor are connected to the sub battery 32, as in the case of the main battery 31.

Therefore, the sub battery controller 35 determines the voltage of the sub battery 32 based on the charge / discharge current value, the voltage value, and the battery temperature value input from the current sensor, voltage sensor, and battery temperature sensor connected to the sub battery 32. Calculate the capacitance and internal resistance.

The sub battery controller 35 is connected to the engine controller 4 and exchanges data with the engine controller 4. The sub battery controller 35 transmits the value of the voltage of the sub battery 32, the capacity of the sub battery 32 calculated as described above, and the value of the internal resistance to the engine controller 4.

The engine controller 4 includes, for example, a microcomputer including a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses the temporary storage function of the RAM and performs signal processing according to a program stored in advance in the ROM. Various control constants and various maps are stored in advance in the ROM.

A battery state detection sensor 38, a brake lamp switch 41, an engine speed sensor 42, and a water temperature sensor 43 are connected to the input end of the engine controller 4. The brake lamp switch 41 is turned on when the driver depresses the brake pedal 5. The brake lamp switch 41 outputs a signal indicating that the brake lamp switch 41 is in an ON state or an OFF state to the engine controller 4.

The engine speed sensor 42 detects the engine speed Ne as the engine speed. The water temperature sensor 43 detects the cooling water temperature (hereinafter simply referred to as “engine water temperature”) T of the engine 2. These sensors output detected values to the engine controller 4.

The above-described injector 21, the first relay 36, and the second relay 37 are connected to the output end of the engine controller 4. The engine controller 4 is connected to an ISG motor 34 and a sub battery controller 35.

The engine controller 4 can execute idle stop control that automatically stops the engine 2 when a predetermined stop condition is satisfied, and restarts the engine 2 when a predetermined start condition is satisfied. The predetermined stop condition includes, for example, a condition that the vehicle speed is equal to or lower than the predetermined vehicle speed, the accelerator operation amount is “0”, or the brake is ON. In addition, the predetermined start condition includes conditions such as an accelerator operation, a brake OFF, and the like.

The engine controller 4 executes start control for increasing the engine speed Ne by supplying electric power from the main battery 31 to the ISG motor 34 when any of the predetermined start conditions described above is satisfied.

After executing the above-described start control, the engine controller 4 supplies power from the main battery 31 and the sub-battery 32 to the ISG motor 34 to perform maintenance control for maintaining the engine speed Ne at a predetermined target speed. It has become. The predetermined target rotational speed is, for example, an idle rotational speed.

Thus, the engine controller 4 controls the restart of the engine 2 by driving the ISG motor 34 by the above-described start control and maintenance control. The above-described start control and maintenance control at the time of engine restart are executed while the engine 2 is automatically stopped, that is, when the vehicle 1 is idling.

FIG. 2 shows a flow of processing of start control and maintenance control executed by the engine controller 4. The start control includes the processes in steps S1 to S4 in FIG. 2, and the maintenance control includes the processes in and after step S5.

As shown in FIG. 2, the engine controller 4 first determines whether or not a predetermined start condition is satisfied (step S1). For example, when the operation of the brake pedal 5 is released and a signal indicating an OFF state is input from the brake lamp switch 41, the engine controller 4 determines that a predetermined start condition is satisfied. The engine controller 4 determines that a predetermined start condition is not satisfied when a signal indicating an ON state is input from the brake lamp switch 41.

When the engine controller 4 determines that the predetermined start condition is not satisfied, the engine controller 4 performs the process of step S1 again. When it is determined that the predetermined start condition is satisfied, the engine controller 4 determines whether the sub battery connectable condition is satisfied (step S2).

In the present embodiment, the sub-battery connectable condition is whether or not to execute the processing after step S5 based on the comparison between the battery state of the main battery 31 and the battery state of the sub-battery 32, that is, whether or not to perform the maintenance control. This is a condition for judging. Therefore, the engine controller 4 controls whether or not to perform the maintenance control based on the determination result of whether or not the sub-battery connectable condition is satisfied in step S2. In the present embodiment, as the above-described battery state, voltages V1 and V2 and internal resistances r1 and r2 of a main battery 31 and a sub battery 32 described later are used.

Specifically, the sub battery connectable condition is that the voltage value ΔV (= V1−V2) obtained by subtracting the voltage V2 of the sub battery 32 from the voltage V1 of the main battery 31 is larger than the predetermined voltage Vth (ΔV> Vth). In addition, there are two conditions: a value obtained by dividing the internal resistance r1 of the main battery 31 by the internal resistance r2 of the sub-battery 32, that is, the ratio between the internal resistance r1 and the internal resistance r2 is smaller than a predetermined set value.

The engine controller 4 determines that the sub-battery connectable condition is satisfied when ΔV> Vth and r1 / r2 <set value. The engine controller 4 determines that the sub-battery connectable condition is satisfied when any one of the two conditions of ΔV> Vth and r1 / r2 <set value is satisfied. May be.

The above-mentioned predetermined voltage Vth is a voltage difference (for example, 0.3 V) that serves as a reference for determining whether or not the sub-battery 32 is overdischarged in relation to the main battery 31, and is obtained experimentally in advance. Yes. The predetermined set value described above is a ratio between the internal resistance r1 and the internal resistance r2 that is a criterion for determining whether or not the sub-battery 32 is overdischarged in relation to the main battery 31, and experimentally in advance. It has been demanded.

If the engine controller 4 determines that the sub-battery connectable condition is not satisfied, the engine controller 4 determines that there is a possibility that the sub-battery 32 may be over-discharged, and the ISG is based only on the power supplied from the main battery 31. The motor 34 is driven (step S3).

At this time, the ISG motor 34 driven only by the electric power supplied from the main battery 31 in step S3 may not be able to increase the engine speed Ne to a predetermined target speed.

Therefore, the engine controller 4 performs fuel injection by the injector 21 after driving the ISG motor 34 in step S3 or simultaneously with the driving (step S7), and ends the start control and maintenance control by the ISG motor 34.

In step S3, the engine controller 4 drives the ISG motor 34 only by the electric power supplied from the main battery 31 to increase the engine speed Ne to a predetermined target speed, and then performs fuel injection by the injector 21. Thus, the engine speed Ne may be controlled to be maintained at a predetermined target speed.

When the engine controller 4 determines that the sub-battery connectable condition is satisfied, the engine controller 4 first drives the ISG motor 34 only with the electric power supplied from the main battery 31 (step S4). The engine speed Ne is increased to a predetermined target speed by driving the ISG motor 34 in step S4.

Next, the engine controller 4 determines whether or not the sub battery connection condition is satisfied (step S5). The sub-battery connection condition includes two conditions: the drive current Im of the ISG motor 34 is equal to or less than a predetermined value Ith (Im ≦ Ith), and the engine speed Ne is equal to or higher than the predetermined speed Nth (Ne ≧ Nth). Including.

The engine controller 4 determines that the sub battery connection condition is satisfied when Im ≦ Ith and Ne ≧ Nth. The engine controller 4 may determine that the sub battery connection condition is satisfied when any one of the two conditions of Im ≦ Ith and Ne ≧ Nth is satisfied. .

The above-mentioned predetermined value Ith is a value indicating that the drive current Im has decreased to the extent that the discharge current of the sub-battery 32 does not become excessive even if the sub-battery 32 is connected to the ISG motor 34, and is obtained experimentally in advance. ing.

The drive current Im has a characteristic that it becomes excessive at the start of driving and then decreases as the engine speed Ne increases (see FIG. 3). In the present embodiment, the predetermined rotational speed Nth is set in consideration of such characteristics. That is, the predetermined rotational speed Nth is an engine rotational speed Ne at which it can be determined that the drive current Im has decreased to such an extent that the discharge current of the sub battery 32 does not become excessive even when the sub battery 32 is connected to the ISG motor 34. Is sought after.

When it is determined that the sub battery connection condition is not satisfied, the engine controller 4 determines whether or not a predetermined time t1 has elapsed from the start of driving of the ISG motor 34 in step S4 (step S6).

When the engine controller 4 determines that the predetermined time t1 has not elapsed since the start of driving of the ISG motor 34 in step S4, the engine controller 4 performs the process of step S5 again. When the engine controller 4 determines that the predetermined time t1 has elapsed from the start of driving of the ISG motor 34 in step S4, the engine controller 4 performs fuel injection by the injector 21 (step S7), and start control and maintenance control by the ISG motor 34. Exit.

In step S5, when it is determined that the sub battery connection condition is satisfied, the engine controller 4 switches the second relay 37 to the ON state and connects the sub battery 32 to the ISG motor 34 (step S8).

Thereby, the ISG motor 34 is connected to the two batteries of the main battery 31 and the sub-battery 32, and power is supplied from these two batteries. Thereby, the electric power supplied to the ISG motor 34 is increased, and the engine speed Ne is maintained at a predetermined target speed by driving the ISG motor 34.

Next, the engine controller 4 determines whether or not the fuel injection accelerator condition is satisfied (step S9). Specifically, the engine controller 4 determines whether or not fuel injection is required to increase the engine speed Ne to a predetermined target speed or higher, for example, when an accelerator pedal (not shown) is depressed by the driver. judge.

When it is determined that the fuel injection accelerator condition is satisfied, the engine controller 4 performs fuel injection by the injector 21 (step S7), and ends the start control and maintenance control by the ISG motor 34.

When the engine controller 4 determines that the fuel injection accelerator condition is not satisfied, the engine controller 4 monitors whether or not the predetermined time t2 has elapsed from the start of driving of the ISG motor 34 in step S4, and the elapse of the predetermined time t2. (Step S10), fuel is injected by the injector 21 (step S7), and the start control and maintenance control by the ISG motor 34 are terminated.

In step S10, the engine controller 4 continues to determine whether or not the fuel injection accelerator condition in step S9 is satisfied while monitoring whether or not the predetermined time t2 has elapsed since the start of driving of the ISG motor 34. You may make it do. In this case, when it is determined that the fuel injection accelerator condition is satisfied before the predetermined time t2 has elapsed, the engine controller 4 performs fuel injection by the injector 21 (step S7) and starts by the ISG motor 34. End control and maintenance control.

Next, the connection timing of the sub battery 32 when the engine is restarted will be described with reference to FIG.

In FIG. 3, the horizontal axis represents time [s], the left vertical axis represents the engine speed Ne [rpm], the ISG torque [N · m] that is the driving torque of the ISG motor 34, and the right vertical axis represents the main battery. Each current [A] of the discharge current Ib1 of 31, the discharge current Ib2 of the sub-battery 32, and the drive current Im of the ISG motor 34 is shown. However, the right vertical axis is displayed by inverting the magnitude of each current. That is, on the right vertical axis, the value of each current increases toward the bottom.

As shown in FIG. 3, when the drive of the ISG motor 34 is started by the restart request of the engine 2 at time ts, the drive current Im of the ISG motor 34 increases rapidly. When the drive of the ISG motor 34 is started, the ISG motor 34 is driven by the power supplied from the main battery 31. Therefore, the discharge current Ib1 of the main battery 31 rapidly increases so as to overlap with the drive current Im. As a result, the ISG torque also increases rapidly. At this time, since the sub-battery 32 is not yet connected to the ISG motor 34, the sub-battery 32 has not started discharging. For this reason, the discharge current Ib2 is small.

Thereafter, as the drive current Im and the discharge current Ib1 decrease, the engine speed Ne increases to a predetermined target speed. At this time, the ISG torque decreases to a torque that can maintain the engine speed Ne at a predetermined target speed.

At time t0, when the drive current Im becomes equal to or smaller than the predetermined value Ith and the engine speed Ne becomes equal to or higher than the predetermined speed Nth, that is, when the sub-battery connection condition is satisfied (see step S5 in FIG. 2), the second relay 37 Is switched to the ON state, and the sub battery 32 is connected to the ISG motor 34.

Thereby, the discharge current Ib2 of the sub-battery 32 increases. However, since an excessive current is not required to drive the ISG motor 34 at this time, even if the sub battery 32 is connected to the ISG motor 34, the discharge current Ib2 does not become excessive.

At this time, the drive current Im of the ISG motor 34 is a value obtained by adding the discharge current Ib2 to the discharge current Ib1. Thereby, there is no shortage of power supplied to the ISG motor 34. For this reason, the ISG torque necessary for maintaining the engine speed Ne at the predetermined target speed is ensured. As a result, the creep force when the engine 2 is restarted is ensured.

Thereafter, when the vehicle 1 starts by the creep force generated by the ISG motor 34, the vehicle speed V gradually increases. Next, when fuel injection is started with respect to the engine 2 at a predetermined timing, the engine speed Ne further increases. As a result, when the ISG torque becomes unnecessary, the first relay 36 and the second relay 37 are switched to the OFF state, and the drive current Im, the discharge current Ib1, and the discharge current Ib2 are reduced.

As described above, the vehicle control apparatus according to the present embodiment executes the start control for increasing the engine speed Ne by supplying power from the main battery 31 to the ISG motor 34 when a predetermined start condition is satisfied. .

In addition, the vehicle control apparatus according to the present embodiment supplies the electric power from the main battery 31 and the sub battery 32 to the ISG motor 34 after the start control, and maintains the engine speed Ne at a predetermined target speed. Execute maintenance control.

Thus, it is possible to prevent the engine rotation speed Ne from being maintained at a predetermined target rotation speed due to insufficient power supply to the ISG motor 34. Therefore, the vehicular control apparatus according to the present embodiment can suppress vibration caused by operating engine 2 in a low rotation region lower than a predetermined target rotation speed when the engine is restarted. Further, a sufficient creep force can be generated by driving the ISG motor 34. For this reason, when the engine is restarted, the creep force is not insufficient and the startability of the vehicle 1 is not deteriorated.

In the vehicular control apparatus according to the present embodiment, the engine speed Ne becomes equal to or higher than the predetermined speed Nth by the start control, and the value of the drive current Im of the ISG motor 34 becomes equal to or lower than the predetermined value Ith by the start control. The maintenance control is executed when at least one of the above conditions is satisfied. Thereby, for example, the durability of the battery that starts supplying power to the ISG motor 34 when the maintenance control is executed is ensured.

In addition, the vehicle control device according to the present embodiment is based on the comparison between the battery state of the main battery 31 and the battery state of the sub battery 32, and when the discharge of the sub battery 32 is excessive, The execution of the maintenance control can be controlled so as to avoid the use of 32. In other words, the maintenance control using the two batteries of the main battery 31 and the sub battery 32 can be executed only when the discharge of the sub battery 32 does not become excessive. Thereby, durability of the sub battery 32 is ensured.

In the present embodiment, for example, as shown in step S4 of FIG. 2, after the sub-battery connectable condition is satisfied, the ISG motor 34 is first driven only by the power supplied from the main battery 31. However, the present invention is not limited to this. For example, when the engine speed Ne cannot be increased to a predetermined target speed only by the power of the main battery 31, the two batteries of the main battery 31 and the sub-battery 32 are The ISG motor 34 may be driven using electric power to increase the engine speed Ne to a predetermined target speed.

Even in such a case, it is preferable to connect the sub battery 32 to the ISG motor 34 on condition that the sub battery connection condition as shown in step S5 of FIG. After the engine speed Ne rises to a predetermined target speed, the engine speed Ne is continuously maintained at the predetermined target speed using the power of the two batteries, the main battery 31 and the sub battery 32.

Thereby, in addition to the same effects as in the present embodiment, the following effects can be obtained. That is, according to the above configuration, when the engine is restarted, even if the power of the ISG motor 34 is insufficient with only the main battery 31, the engine speed Ne is increased to a predetermined target speed at the time of engine restart. Can do.

Although the embodiments of the present invention have been disclosed as described above, it is obvious that those skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.

1 vehicle 2 engine (internal combustion engine)
3 Power supply system 4 Engine controller (control unit)
5 Brake pedal 21 Injector 31 Main battery (first secondary battery)
32 Sub-battery (secondary secondary battery)
34 ISG motor (starting motor)
35 Sub battery controller 36 1st relay 37 2nd relay 38 Battery state detection sensor 41 Brake lamp switch 42 Engine speed sensor

Claims

An internal combustion engine, a first secondary battery and a second secondary battery, and a starting electric motor driven by electric power supplied from at least one of the first secondary battery and the second secondary battery In a vehicle control device for controlling the start of the internal combustion engine by driving the starter motor,
When a predetermined starting condition is satisfied, starting is performed to increase the engine speed of the internal combustion engine by supplying power to the starting motor from at least one of the first secondary battery and the second secondary battery. A control unit for executing control;
The controller, after executing the start control, supplies electric power to the starter motor from the first secondary battery and the second secondary battery, and sets the engine speed to a predetermined target speed. A vehicle control apparatus that performs maintenance control for maintenance.
The control unit is at least one of the engine speed becoming equal to or higher than a predetermined speed by the start control and a drive current value of the starter motor being reduced to a predetermined value or less by the start control. The vehicle control device according to claim 1, wherein the maintenance control is executed when two conditions are satisfied.
The control unit determines whether or not the maintenance control can be executed based on a comparison between a battery state of the first secondary battery and a battery state of the second secondary battery, and based on the determination result of the execution possibility The vehicle control device according to claim 1, wherein execution of the maintenance control is controlled.