JP2001065440A - Vehicular electronic conrol device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular electronic control device which can control the maintenance of a starter favorably. SOLUTION: A micro-computer 3 in an engine ECU 1 has the function of an automatic stop/start control (economical running control) and the engine is started by a starter drive at the economical running control time, except the operation of a start switch by a driver. The micro-computer 3 judges the load state of a starter 33 by the manual engine start time by the driver or an automatic engine start time by the economical running control and respective starter drive number of times are counted. A total drive number of times are calculated by using respective count values and considering the load difference between the manual start and automatic start when the total drive number of times of the starter 33 is the prescribed drive guarantee number of times or more, the economical running control thereafter is prohibited by the deterioration of starter 33.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic control device for a vehicle, and more particularly to an electronic control device capable of correctly grasping a deterioration state of a starter for starting an engine.

[0002]

2. Description of the Related Art Generally, a starter device (starter) having a starter motor is used as a starting device for starting an engine. For example, when an ignition switch is operated by a driver, a pinion gear of the starter motor and an engine side are started. With the ring gear of the engine, and the initial rotation of the engine is provided. Then, the engine is started by the initial rotation by the starter.

[0003] Conventionally, there has been known a so-called automatic stop / start device for realizing vehicle running by reducing an unnecessary operation period of the engine for the purpose of improving fuel efficiency and reducing the amount of exhaust gas from the engine. This automatic stop / start device is a device that automatically stops an engine by an electronic control device when a vehicle temporarily stops, such as when waiting for a traffic light, and then restarts the engine.

Since the mechanical elements of the starter gradually deteriorate with the driving, a technique has been proposed in which the number of times of driving is counted every time the starter is driven, and the state of mechanical deterioration of the starter is grasped from the number of times of driving. I have. For example, the degree of deterioration of the starter is determined based on whether or not the total number of drive times of the starter has reached a predetermined guaranteed number. Factors that lead to deterioration of the durability of the starter include abrasion due to meshing between the pinion gear and the ring gear, and the progress of the abrasion is considered to be substantially proportional to the drive time of the starter.

[0005] However, for example, when the starter is driven by either the manual start by the driver or the automatic start by the electronic control device and the engine is started as described above, the two start methods are considered to be the same and the starter is started. When the total number of drive times is counted up, it is conceivable that the total number of drive times of the starter deviates from the original value indicating the actual starter deterioration state due to the difference in the starter drive state. As a result, there arises a problem that the starter is inadvertently deteriorated, even though the total number of times of driving of the starter is within the guaranteed number of times.

[0006]

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide an electronic control unit for a vehicle capable of suitably executing maintenance of a starter. It is to provide.

[0007]

According to the first aspect of the present invention, a load state applied when the starter is driven is determined. In addition, the drive amount of the starter is accumulated every time according to the load state of the starter, and the cumulative drive amount of the starter is calculated. Thereby, the actual use status of the starter can be grasped. In other words, the relationship between the total number of drive times of the starter and the actual starter deterioration state does not shift due to the difference in the load state, such as the difference in the driving method of the starter and the difference in the driving environment.
The maintenance of the starter can be suitably performed.

According to a second aspect of the present invention, it is determined whether or not the total number of times of driving of the starter has reached a predetermined guaranteed number of times based on the calculated cumulative amount of driving of the starter. Can be correctly determined.

By the way, in an engine control system in which the starter is driven to start the vehicle-mounted engine when the driver operates the start switch or when the automatic stop / start means is operated, the driver operates the start switch. When starting the engine, the starter is driven until the driver confirms the start of the engine, so the driving time per starter naturally increases,
When the engine is started by the automatic stop / start means, the driving time per operation is the minimum required time.

Therefore, in the invention according to claim 3 provided with the automatic stop / start means, the number of times the starter is driven by the operation of the start switch and the number of starters driven by the automatic stop / start means are separately counted. Based on the number of times of driving, the cumulative driving amount of the starter is calculated. In this case, even if the driving time per one operation is different due to the difference in the starter driving method, it is possible to correctly grasp the cumulative driving amount of the starter by separately counting the number of times of each driving.

In the invention, the number of times the starter is driven by operating the start switch is Cm, the number of times the starter is driven by the automatic stop / start means is Ca, and the load ratio of the starter at the time of starting each engine is α: When it is assumed that β, the total number of times of driving of the starter as the cumulative driving amount of the starter is calculated from an arithmetic expression of α × Cm + β × Ca. Note that α and β are 1 of the starter.
It is a coefficient that reflects the driving time per cycle, and assumes that the starter driving time will be (α / β) times longer when the engine is started by operating the start switch than when the engine is started by the automatic stop / start means. Means that. For example, if α = 4 and β = 1, it means that when the engine is started by operating the start switch, the driving time of the starter is assumed to be four times longer than when the engine is started by the automatic stop / start means. According to the fourth aspect of the present invention, it is possible to correctly and simply grasp the cumulative driving amount of the starter.

According to a fifth aspect of the present invention, there is provided a storage means for counting the number of times the starter is driven by operating the start switch and the number of times the starter is driven by the automatic stop / start means, and storing the counted numbers in different areas of the memory. The calculating means calculates the cumulative starter drive amount based on the stored starter driving number by operating the start switch and the starter driving number by the automatic stop / start means.

According to this invention, since the above two drive counts are stored in different areas of the memory, the respective drive counts can be correctly grasped, and the reliability of the starter drive cumulative measurement can be improved.

According to a sixth aspect of the present invention, the load state of the starter is determined according to a voltage value of a vehicle-mounted battery serving as a drive power source of the starter or according to a cold state of the engine. Is also good. For example, when the voltage value of the vehicle-mounted battery decreases, the load on the starter at the time of starting the engine increases. Further, when the engine is cold, the load on the starter at the time of starting the engine increases. in this case,
It is assumed that the lower the voltage value of the vehicle-mounted battery is, the longer the starter driving time is, and the cumulative driving amount of the starter is set to a large value. Alternatively, it is assumed that the cooler the engine is, the longer the starter driving time is, and the cumulative driving amount of the starter is set to a large value. According to the sixth and seventh aspects of the present invention, it is possible to correctly grasp the cumulative amount of drive of the starter irrespective of changes in the battery voltage and the cold state of the engine, and to correctly determine the degree of deterioration of the starter.

[0015]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. In the present embodiment,
The present invention is embodied in an engine control system that controls the operating state of an automobile engine. An electronic control unit for engine control (hereinafter referred to as an engine ECU) controls a fuel injection amount and an ignition timing when the engine is started. In addition, this control system is equipped with an automatic stop / start device for the engine.
The starter is driven to start the engine when the starter operates.

The automatic stop / start device is also referred to as an economy running system because it saves fuel and reduces exhaust gas emissions by reducing unnecessary operation periods of the engine. The automatic stop / start control by the engine ECU is referred to as eco-run control.

FIG. 1 is a configuration diagram showing an outline of the present control system. In FIG. 1, an engine ECU 1 is a microcomputer (CPU) 3 which is a center of engine control.
And a main power supply circuit 5 and a sub power supply circuit 7 as power supply systems, and an input circuit 9 and a waveform shaping circuit 1 as input systems.
1 is provided with first and second output circuits 13 and 15 as an output system. In addition, a starter monitor circuit 17 and an EEPROM 19 are provided. This will be described in detail below.

In the main power supply circuit 5, an ignition switch (hereinafter, referred to as an IG switch) 21 is turned on.
Is operated, the voltage + B is supplied from the battery 23, and a predetermined voltage Vom is supplied to the input circuit 9 and the microcomputer 3. At this time, the microcomputer 3 is activated by turning on the IG switch 21. Also, the sub power supply circuit 7 receives the supply of the voltage BATT directly from the battery 23 and supplies the predetermined voltage Vos to the microcomputer 3 even when the IG switch 21 is off (OFF). The IG switch 21
Corresponds to a start switch of the present invention, and is operated from an OFF position to any of an ACC position, an ON position, and an ST position by an ignition key (not shown).

The microcomputer 3 has a ROM 25,
A RAM (normal RAM) 27, a standby RAM (hereinafter referred to as SRAM) 29 and the like are provided. this house,
The RAM 27 is a memory that holds contents (data) by supplying a voltage from the main power supply circuit 5 while the IG switch 21 is on. The SRAM 29 is a memory that holds contents (for example, data of the number of times of starter driving) by supplying a voltage from the sub power supply circuit 7 even while the IG switch 21 is off.

The microcomputer 3 includes an intake pipe pressure signal PM, a throttle opening degree signal TA, and a cooling water temperature signal THW.
And the like are taken in through the input circuit 9,
Operation signals of the vehicle, such as an engine speed signal NE and a vehicle speed signal SPD, are taken in via a waveform shaping circuit 11. And
The microcomputer 3 calculates control signals for the ignition timing and the fuel injection amount based on the received signals, and outputs the control signals via the first output circuit 13 to the ignition plug 3.
5 and the injector 37.

The EEPROM 19 is a non-volatile memory capable of retaining the contents (for example, data of the number of times of starter driving) even when the main power supply and the sub power supply are turned off, and supplies a predetermined voltage (for example, 2 V or more). If it is, it is a memory to which data can be written. It should be noted that the number of times of data writing to the EEPROM 19 has a predetermined limit (generally, about 100,000 times).

The microcomputer 3 receives the supply of the voltages Vom and Vos from the main and sub power supply circuits 5 and 7, while the EEPROM 19 receives the supply of the voltage Vom from the main power supply circuit 5. SRAM29 and EEP
Data can be exchanged with the ROM 19. For example, a counter value indicating the number of times the starter has been driven is written in the EEPROM 19 based on data on the number of times the starter has been driven (number of times the engine has been started) stored in the SRAM 29.

When the IG switch 21 is operated to the ST position, the starter relay 31 is turned on and the motor 33a of the starter 33 is driven. As a result, the engine starts.

The microcomputer 3 outputs a control signal for driving the starter relay 31 via the second output circuit 15, and the control signal is monitored by the starter monitor circuit 17. That is, the starter monitor circuit 17 monitors the energized state of the starter relay 31 and outputs the monitoring result to the microcomputer 3 sequentially. Then, based on the monitor signal from the starter monitor circuit 17, it is determined whether the engine is started by the eco-run control or by a manual operation by the driver.

Next, an example of the configuration of the starter 33 will be described with reference to FIG. The starter 33 includes a magnet switch 41 for connecting and disconnecting the motor 33a from the engine side. The magnet switch 41 moves the overrunning clutch 45 via the drive lever 43 to the left and right in the figure. At this time, when the overrunning clutch 45 is pushed rightward in the drawing, the pinion gear 47 meshes with the ring gear 49, and the driving force of the motor 33a is transmitted to the ring gear 49 (engine side).

More specifically, the magnet switch 41 has a suction coil 41a and a holding coil 41b. When the IG switch 21 is turned on, the current flows from the battery 23 to the suction coil 41a and the holding coil 41b in the direction of the arrow. Flows. Then, the plunger 41c moves to the left side in the figure due to the suction force generated at this time, and pushes out the pinion gear 47 via the drive lever 43, and the pinion gear 47
And the ring gear 49 mesh with each other. Thus plunger 4
When 1c moves, the main contact of the magnet switch 41 closes, a current flows from the battery 23 to the motor 33a, the torque of the motor 33a is transmitted to the ring gear 49 via the pinion gear 47, and the engine starts.

When the IG switch 21 is turned off after the engine is started, the suction force of the plunger 41c is released, and the plunger 41 is biased by the urging force of a return spring (not shown).
c returns to its original position. Therefore, the magnet switch 41
, The power supply to the motor 33a is cut off, and the pinion gear 47 and the ring gear 49 are separated.

Next, the operation of the engine control system having the above configuration will be described. Hereinafter, the outline of the eco-run control and the procedure for determining the engine start method will be described. First, the outline of the eco-run control executed by the microcomputer 3 will be described with reference to the flowchart of FIG.

In FIG. 3, in step 101,
It is determined whether or not the eco-run stop flag XECO is “0”. The flag XECO is a flag that is set to "1" when the durability of the pinion gear 47 of the starter 33 is deemed to be worn, and is operated in the processing of FIG. Then, provided that XECO = 0,
Proceed to step 102.

In step 102, it is determined whether or not the engine is stopped. If the engine is running and the answer is NO, in step 103, it is determined whether or not the automatic stop condition of the engine is satisfied. The conditions for automatically stopping the engine include, for example, that there is no abnormality in the system, that the engine has been warmed up, that the vehicle speed is 0, that the gear position is being operated in neutral, When all of these conditions are satisfied, step 103 is determined to be affirmative.

That is, if the above-mentioned automatic stop condition is satisfied during operation of the engine, the routine proceeds to step 104, where the engine is temporarily stopped. Specifically, fuel injection and ignition are interrupted.

On the other hand, if the engine is stopped (YES in step 102), it is determined in step 105 whether the engine restart condition is satisfied. The engine restart condition includes, for example, that the clutch pedal has been depressed.
Is determined to be affirmative. In a vehicle that generates a negative pressure while the engine is rotating and has a brake booster that uses the negative pressure, the vehicle may not be able to maintain a stopped state when the brake negative pressure is reduced. At this time, the engine restart may be requested to secure the brake negative pressure, and the braking force may be maintained.

When the conditions for restarting the engine are satisfied, the starter 3 is connected to the second output circuit 15 in step 106.
3 to output a signal to drive, and restart the engine.

However, if XECO = 1, that is, if the starter 33 is considered to be deteriorated and step 101 is NO, the subsequent eco-run control is not entered, and the automatic stop and restart of the engine are performed. Not implemented. Thereafter, only the engine start by the IG switch 21 is permitted.

Next, a procedure for determining an engine starting method performed by the microcomputer 3 will be described with reference to a flowchart of FIG. The process of FIG. 4 is a process that is started based on the result of monitoring by the starter monitor circuit 17 (the state of energization of the starter relay 31), and the port of the microcomputer 3 connected to the starter monitor circuit 17 is raised to high. At this time, it is determined that the engine has been started by the starter-on, and the process is started.

First, at step 201, an engine starting method is determined. At this time, the current starter driving state monitored by the starter monitor circuit 17 and the second output circuit 15
And if they do not match, it is determined that the driver is manually starting the engine (NO in step 202). Also, the starter monitor circuit 17
If the current starter driving state monitored in step 2 matches the output signal to the second output circuit 15, it is determined that the engine is being started automatically by the eco-run control (step 20).
2 is YES).

In the case of manual start by the driver, in step 203, the number of starter driving times Cm at the time of manual start is counted up by "1", and the Cm value is written in the first area in the SRAM 29. Then, in step 204,
Each time the count of the Cm value reaches a predetermined number (for example, 16 times), the value of the SRAM 29 is written to the EEPROM 19.
At this time, the data in the first area in the SRAM 29 is written to the corresponding area in the EEPROM 19.

In the case of eco-run start (automatic start), in step 205, the number of starter driving times Ca at the time of automatic start is counted up by "1", and the Ca value is set to SRA.
Write to the second area in M29. Then, step 20
In 6, the Ca value is counted a predetermined number of times (for example, 16 times)
Each time becomes, the value of the SRAM 29 is written to the EEPROM 19. At this time, the data in the second area in the SRAM 29 is written to the corresponding area in the EEPROM 19.

Thereafter, in step 207, the EEP
Using the Cm value and the Ca value written in the ROM 19, the total number of times T of driving the starter 33 is calculated. In detail, considering the difference in load between manual start and automatic start, the load ratio is set to α: β, and T = α × Cm + β × Ca (1), and the total number of drive times T is calculated. . α and β are coefficients reflecting the driving time of the starter 33 per one time.

The reason why the load ratio is set as described above is that the influence on the starter 33 differs between the manual start and the automatic start. One of the factors is one of the factors.
The driving time (powering time) per operation is different. That is, at the time of manual start by the driver, the drive time of the starter 33 depends on the IG key operation of the driver,
While the key operation is stopped after the start of the engine is confirmed, the energization time of the starter 33 naturally increases. On the other hand, at the time of automatic start, the energization time of the starter 33 is determined because the microcomputer 3 makes a start determination. This is the minimum time required.

For example, in the case of the automatic start, the starter driving time (energization time) until the start of the engine is completed is about 0.5 seconds, while in the case of the manual start, the starter driving time is about 0.5 seconds. One second or more. At this time, if the starter driving time at the time of the manual start is 2 seconds, the power is supplied to the manual start in four times as long as the automatic start, so that the load ratio of both is set to α: β = 4: 1, and T: = 4 × Cm + Ca, and the total number of drive times T of the starter 33
Ask for.

After calculating the total number of driving times T, it is determined at step 208 whether or not the total number of driving times T is equal to or greater than a predetermined number of guaranteed driving times TK. The guaranteed drive frequency TK is a value that may cause the starter 33 not to be driven normally if the number of times is equal to or more than TK. For example, TK = 130,000 times.

If the total number of drive times T of the starter 33 has not reached the guaranteed number of drive times TK, the process is terminated. If the total number of driving times T of the starter 33 has reached the guaranteed number of driving times TK, the process proceeds to step 209, where the eco-run stop flag XECO is set to "1", and then the present process is terminated. In short, when the total number of driving times T of the starter 33 exceeds, for example, 130,000, the above-described eco-run control is prohibited. After that, the starter drive frequency Cm of manual start
Only count.

If the total number of driving times T of the starter 33 has reached the guaranteed number of driving times TK, the failure does not occur immediately. Therefore, if step 208 is YES, no warning is issued to the driver and this total driving time is checked when the vehicle is inspected. It is assumed that the number of times T can be confirmed.

In this embodiment, the processing of FIG. 3 corresponds to an automatic stop / start means of the engine. Steps 201 and 202 in FIG. 4 correspond to starter load state determination means, steps 203 to 207 correspond to calculation means, and step 208 corresponds to drive number determination means. Steps 204 and 206 in FIG. 4 correspond to storage means.

According to the embodiment described above, the following effects can be obtained. As the load state acting when the starter 33 is driven, it is determined whether the starter drive is manual or automatic, and the total number of drive times T (drive cumulative weight) of the starter 33 is calculated in consideration of the difference in load according to the determination result. So
Even if the starter energization time per operation is different due to the difference in the starter driving method, the total number of times T of driving of the starter 33 can be correctly grasped, and the maintenance of the starter 33 can be suitably performed.

After the starter drive counts Cm and Ca at the time of manual start and automatic start are stored in the SRAM 29 a predetermined number of times, and the Cm and Ca are written into the EEPROM 19, the total drive count T is equal to or more than the guaranteed number of writes to the EEPROM 19. However, the reliability of the EEPROM stored value can be ensured.

The present invention can be embodied in the following forms other than the above. In the above embodiment, it is determined whether the starter drive is manual or automatic, and the total number of drive times T (drive cumulative amount) of the starter is calculated in consideration of the load ratio α: β at that time.
Other factors that determine the load ratio α: β include battery voltage + B, engine cold state (engine water temperature, outside air temperature)
And other factors. Therefore, FIG.
Using the relationships (a) and (b), the load ratio α: β between the time of manual start and the time of automatic start is determined. In FIGS. 5A and 5B, when + B <12 V, the starter energizing time is prolonged (starter load increases), and α and β are set to standard values (=
4,1). When the engine water temperature and the outside air temperature are used as parameters, the engine friction increases as the temperature decreases, and therefore α and β are increased as the temperature decreases. However, since the eco-run control itself is not performed at the time of + B decrease or at the time of cold, β may be fixed at “1” and only α may be set based on the above factors.

According to FIGS. 5 (a) and 5 (b), the load state of the starter 33 is determined according to the battery voltage + B and the cold state of the engine. Even if it changes, the total driving number T of the starter 33 can be correctly grasped.

The present invention is also applicable to an engine control system having no automatic stop / start device. In this case, the cumulative driving amount of the starter is calculated based on factors such as the battery voltage + B and the engine cold state (engine water temperature, outside air temperature) (for example, using the relationship in FIG. 5). Thus, even when the eco-run control is not performed, the deterioration state of the starter can be accurately grasped while reflecting the load state at the time of driving the starter.

In the above-described embodiment, the starter drive times Cm and Ca at the time of manual start and automatic start are set to different SRAs respectively.
The total number of driving times T is calculated by storing the values in the M area and multiplying the Cm and Ca by the coefficients α and β, but this configuration is changed. For example, when the number of starter driving times is counted, the count value is set to “Cm × α” at the time of manual start, and “Ca × β” at the time of automatic start, and these values are added to obtain the total number of driving times T. The total number of driving times T is stored in the same area of the SRAM. In addition, the SRAM value is set to EEP every predetermined number of times.
Write to ROM. In this case, SRAM or EEPROM
Only one storage area is required, and the configuration can be simplified.

In the above-described embodiment, the total number of driving times T is obtained as the cumulative driving amount of the starter. Alternatively, the total driving time of the starter may be obtained. In this case, for example, the starter energization time for manual start by the driver is 2
Assuming that the starter energizing time during the eco-run control is 0.5 seconds, the total driving time Ti (second) is Ti = 2 × Cm
The deterioration state of the starter 33 is determined based on whether or not the total drive time Ti has reached a predetermined drive guarantee time.

In the above embodiment, the current starter driving state monitored by the starter monitor circuit 17 is compared with the output signal to the second output circuit 15 to determine the engine start method (step 201). To change. For example, the engine start method may be determined based on whether or not the microcomputer 3 itself outputs an eco-run control signal (automatic start signal) without depending on the monitoring result of the starter monitor circuit 17.

The load ratio α: β of the starter at the time of manual and automatic engine start is obtained and updated according to the actual running state of the vehicle. In other words, the driving time per starter operation during the actual running of the vehicle is sampled a predetermined number of times, and the load ratio α: β is determined accordingly (for example, according to the average driving time). It is not necessary to frequently perform the process of updating α and β, once for a plurality of runs and once a few weeks.
It may be carried out as frequently as once every few months. According to the present embodiment, since the load ratio α: β is correctly obtained, the cumulative driving amount of the starter corresponding to the actual running of the vehicle can be obtained, and the maintenance management of the starter can be more appropriately performed. Become.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an outline of a vehicle electronic control device according to an embodiment of the invention.

FIG. 2 is a diagram showing a configuration of a starter.

FIG. 3 is a flowchart showing an outline of eco-run control.

FIG. 4 is a flowchart showing a procedure of engine start determination.

FIG. 5 is a diagram for setting load ratios α and β.

[Explanation of symbols]

1 ... Engine ECU, 3 ... Starter load state determination means,
Microcomputer, which constitutes calculating means, drive count judging means, automatic stop / start means, storage means, 17: starter monitor circuit, 21: IG switch as start switch, 23: battery, 29: SRAM (standby RA)
M), 33 ... Starter.

Claims (7)

[Claims] 1. A starter load state determining means for determining a load state applied when a starter is driven, and a cumulative starter driving amount is calculated by accumulating a starter drive amount every time according to the determined starter load state. And a calculating means. 2. The vehicle according to claim 1, further comprising a drive count determining means for determining whether or not the total drive count of the starter has reached a predetermined guaranteed count based on the calculated cumulative starter drive count. For electronic control device. 3. An engine control having an automatic stop / start means for an engine, wherein the starter is driven to start a vehicle-mounted engine when a start switch is operated by a driver or when the automatic stop / start means is operated. Applied to the system, wherein the starter load state determining means determines whether the engine is started by operating a start switch or by the automatic stop / start means, and the calculating means determines whether the starter is driven by the operation of the start switch. The electronic control device for a vehicle according to claim 1 or 2, wherein the number of times the starter is driven by the stop / start means is counted, and the cumulative driving amount of the starter is calculated based on the counted number of times of driving. 4. The electronic control unit for a vehicle according to claim 3, wherein the calculating means is Cm, the number of times the starter is driven by the operation of the start switch, the number of times the starter is driven by the automatic stop / start means, and the engine is started. An electronic control unit for a vehicle that calculates the total number of times of driving of the starter as the cumulative driving amount of the starter from an arithmetic expression of α × Cm + β × Ca, where the load ratio of the starter is α: β. 5. The electronic control device for a vehicle according to claim 3, wherein the number of times of starter driving by the operation of the start switch and the number of times of starter driving by the automatic stop / start means are counted and stored in different areas of the memory. An electronic control unit for a vehicle, comprising: a storage unit, wherein the calculation unit calculates a cumulative starter drive amount based on the stored starter driving frequency by operating the start switch and the starter driving frequency by the automatic stop / start unit. 6. The starter load state determining means determines a load state of the starter according to a voltage value of a vehicle-mounted battery serving as a drive power supply of the starter. The electronic control unit for a vehicle according to claim 1 or 2, wherein the drive cumulative amount of the starter is set to a large value as the time becomes longer. 7. The starter load state determination means determines the load state of the starter according to the cold state of the engine. The calculation means determines that the starter driving time becomes longer as the engine is colder, and The electronic control unit for a vehicle according to claim 1 or 2, wherein the cumulative driving amount is set to a large value.