JP5510164B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that protects an endless transmission member wound around an output shaft of an internal combustion engine.

  In general, an engine mounted on a vehicle has a crankshaft as an output shaft. The crankshaft has an endless transmission for appropriately timing the opening / closing of the intake / exhaust valve and the vertical movement of the piston. A timing belt as a member is wound.

  It is known that a large force or a biased force is applied to the timing belt when the engine is started, and the timing belt is deteriorated due to aging and the tension is lowered. When the tension of the timing belt is reduced in this way, there is a possibility that slip occurs between the timing belt and the crankshaft or the timing belt becomes unnatural when the engine is started.

  For this reason, there is known a control device that prevents the belt from violating when the engine is started by applying a constant tension to the timing belt when the engine is stopped (see, for example, Patent Document 1).

  This control device is installed in a hybrid vehicle that frequently stops and restarts the engine, and adjusts the tension of the timing belt by a tensioner having a solenoid. Then, when the engine is stopped, the control device locks the tensioner in a state where the tension of the timing belt is increased by exciting the solenoid, and the timing belt is prevented from slipping when the engine is restarted. ing. On the other hand, when it is determined that the engine has completely exploded, the solenoid is demagnetized to reduce the tension applied to the timing belt.

JP 2003-314322 A

  However, in the conventional control device described in Patent Document 1 as described above, the timing belt is prevented from being ramped when the engine is started, but the prevention of the deterioration of the timing belt should be taken into consideration. It was not something. Therefore, there is a problem that tension is applied to the timing belt more than necessary, and as a result, the deterioration of the timing belt is suppressed and the belt cannot be extended in life.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle control device capable of suppressing deterioration of an endless transmission member and extending the life of the endless transmission member.

  In order to achieve the above object, a vehicle control apparatus according to the present invention is (1) wound around an output shaft of an internal combustion engine and a camshaft that drives a valve of the internal combustion engine, and is driven by the internal combustion engine. A control apparatus for a vehicle including an endless transmission member that transmits rotation to the camshaft, the tension applying unit for applying tension to the endless transmission member, and the magnitude of the tension applied by the tension applying unit Control means for reducing the tension applied to the endless transmission member by the tension applying means on condition that the internal combustion engine is stopped.

  With this configuration, it is possible to reduce the tension applied to the endless transmission member while the internal combustion engine is stopped. Therefore, when the possibility that the endless transmission member slips with respect to the output shaft of the internal combustion engine is low, the tension of the endless transmission member can be reduced to extend the life of the endless transmission member.

  In the vehicle control apparatus according to (1) above, (2) engine stop determination means for determining whether or not the internal combustion engine has stopped is provided.

  With this configuration, it is possible to reduce the tension applied to the endless transmission member on the condition that the internal combustion engine is determined to be stopped by the engine stop determination unit. Therefore, when the possibility that the endless transmission member slips with respect to the output shaft of the internal combustion engine is low, the tension of the endless transmission member can be reduced to extend the life of the endless transmission member.

  In the vehicle control device according to (2), (3) the engine stop determination means determines that the internal combustion engine has stopped on the condition that the ignition switch has shifted from an on state to an off state. It is characterized by that.

  With this configuration, it is possible to increase the tension applied to the endless transmission member immediately before the internal combustion engine is started. Accordingly, while the internal combustion engine is stopped, the tension of the endless transmission member can be reduced to extend the life of the endless transmission member. It is possible to prevent the member from slipping with respect to the output shaft of the internal combustion engine.

  In the vehicle control device according to any one of (1) to (3), (4) the control means is applied by the tension applying means to the endless transmission member in accordance with an increase in the engine speed of the internal combustion engine. It is characterized by increasing the tension to be applied.

  With this configuration, the tension applying means can suitably apply the tension necessary for the rotation of the endless transmission member, thus preventing an unnecessary load from being applied to the endless transmission member and extending the life of the endless transmission member. it can.

  Further, in the vehicle control device described in (1) to (4) above, (5) a deterioration degree calculating unit that calculates a deterioration degree of the endless transmission member is provided, and the control unit includes the deterioration degree calculating unit. The tension applied by the tension applying means to the endless transmission member is reduced on condition that the calculated degree of deterioration exceeds a predetermined value and the internal combustion engine is stopped.

  With this configuration, when the deterioration of the endless transmission member progresses, the load applied to the endless transmission member is reduced, thereby preventing the deterioration of the endless transmission member, and extending the life of the belt. .

  According to the present invention, belt deterioration can be suppressed and the life of the belt can be extended.

1 is a schematic block configuration diagram of a vehicle equipped with a control device according to an embodiment of the present invention. 1 is a schematic cross-sectional view of an engine according to an embodiment of the present invention. 1 is a schematic perspective view of an engine according to an embodiment of the present invention. It is a schematic sectional drawing of the belt tensioner which concerns on embodiment of this invention. It is a graph which shows the relationship between the tension of the timing belt which concerns on embodiment of this invention, and engine speed. It is a flowchart for demonstrating the engine starting control process which concerns on embodiment of this invention. It is a SN diagram for demonstrating the lifetime of the timing belt which concerns on embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
First, regarding the configuration of a vehicle including a control device according to an embodiment of the present invention, a schematic block configuration diagram of the vehicle shown in FIG. 1, a schematic sectional view of the engine shown in FIG. 2, and a schematic perspective view of the engine shown in FIG. This will be described with reference to the drawings.

  As shown in FIG. 1, a vehicle 10 in the present embodiment includes an engine 11 as a power source, and a transmission 13 that transmits power generated in the engine 11 and changes a gear ratio according to a traveling state of the vehicle 10. A differential mechanism 15 that distributes the power transmitted from the transmission 13 to the drive shafts 17L and 17R as drive shafts, and a drive wheel 18L that is rotated by the power transmitted from the drive shafts 17L and 17R and drives the vehicle 10 , 18R.

  The vehicle 10 also includes a hydraulic control device 22 that controls the transmission 13 with hydraulic pressure, and an ECU (Electronic Control Unit) 20 that controls the engine 11, the hydraulic control device 22, and the like. The ECU 20 according to the present embodiment constitutes a vehicle control device according to the present invention, as will be described below. Further, the vehicle 10 includes a crank angle sensor 31, a drive shaft rotational speed sensor 32, an accelerator opening sensor 33, a foot brake sensor (hereinafter referred to as FB sensor) 34, a throttle opening sensor 35, and an intake air amount. A sensor 36, an intake air temperature sensor 37, a cooling water temperature sensor 38, an intake cam angle sensor 39, an exhaust cam angle sensor 40, and other various sensors (not shown) are provided. The ECU 20 inputs detection signals representing the engine speed Ne, the vehicle speed V, the accelerator opening Acc, and the like detected by these sensors.

  The engine 11 as an internal combustion engine is constituted by a 4-cycle in-line four-cylinder gasoline engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke while the piston 60 (see FIG. 2) reciprocates twice. Has been. The engine 11 may be composed of various types of engines such as an in-line 6-cylinder engine, a V-type 6-cylinder engine, a V-type 12-cylinder engine, and a horizontally opposed 6-cylinder engine. Details of the engine 11 will be described later.

  The ECU 20 includes a central processing unit (CPU) 20a as a central processing unit, a read only memory (ROM) 20b for storing fixed data, a random access memory (RAM) 20c for temporarily storing data, and a rewritable memory. An EEPROM (Electrically Erasable and Programmable Read Only Memory: registered trademark) 20d and an input / output interface (I / F) circuit 20e, each of which is a non-volatile memory, control the vehicle 10.

  The crank angle sensor 31 detects the number of rotations of the crankshaft 45 and outputs a detection signal representing the detected number of rotations to the ECU 20. More specifically, the crank angle sensor 31 detects a crank rotation signal by a crank sensor plate 89 (see FIG. 3) provided on the crankshaft 45, and detects a crank position and a crank angular velocity. Further, the ECU 20 calculates the rotational speed of the crankshaft 45 from the detection signal output from the crank angle sensor 31, and obtains it as the engine rotational speed Ne.

  The ECU 20 is further connected to an ignition switch 41. The ignition switch 41 is configured to input a signal representing the ON state to the ECU 20 when the driver shifts from the OFF state to the ON state. Further, the ignition switch 41 is configured to input a signal representing the off state to the ECU 20 when the driver shifts from the on state to the off state.

  Details of the engine 11 will be described with reference to FIGS. 2 and 3. In FIG. 2, one of the four cylinders arranged in series will be described. The engine 11 includes an engine main body 50, and the engine main body 50 includes a cylinder block 52, a cylinder head 53 fixed to the top of the cylinder block 52, and an oil pan 63. The cylinder block 52 is provided with a piston 60 that can reciprocate. The piston 60 is connected to the crankshaft 45 via a connecting rod 58. In the engine 11, an intake camshaft 75 and an exhaust camshaft 76 are rotatably provided on the upper portion of the cylinder head 53.

  The intake camshaft 75 is provided with an intake cam 77 that contacts the upper end of the intake valve 56. As a result, when the intake camshaft 75 rotates, the intake valve 56 is driven to open and close by the intake cam 77. Further, the intake camshaft 75 is provided with an intake cam sensor plate 90. The intake cam sensor plate 90 rotates together with the intake cam shaft 75 and constitutes a detected portion of the intake cam angle sensor 39.

  The exhaust cam shaft 76 is provided with an exhaust cam 78 that contacts the upper end of the exhaust valve 57. Thus, when the exhaust camshaft 76 rotates, the exhaust cam 57 is driven to open and close by the exhaust cam 78. Further, the exhaust camshaft 76 is provided with an exhaust cam sensor plate 91. The exhaust cam sensor plate 91 rotates together with the exhaust cam shaft 76 and constitutes a detected portion of the exhaust cam angle sensor 40.

  The intake camshaft 75 has an intake cam sprocket 79 around which a timing belt 85 is wound, and an intake side rotation phase controller 82 that changes the rotational position of the intake cam sprocket 79 relative to the intake cam 77 at one end thereof. Yes. The exhaust cam shaft 76 has an exhaust cam sprocket 80 around which the timing belt 85 is wound, and an exhaust side rotation phase controller 83 that changes the rotational position of the exhaust cam sprocket 80 relative to the exhaust cam 78 at one end thereof. doing. The crankshaft 45 constituting the output shaft of the internal combustion engine has a crank sprocket 84 around which a timing belt 85 is wound.

  Therefore, the ECU 20 controls the intake side rotational phase controller 82 to change the rotational position of the intake camshaft 75 with respect to the rotational position of the crankshaft 45 and also controls the exhaust side rotational phase controller 83 to control the crankshaft. Variable valve timing (VVT) control is executed to change the rotational position of the exhaust camshaft 76 relative to the rotational position of 45.

  The timing belt 85 is wound around the intake cam sprocket 79, the exhaust cam sprocket 80, and the crank sprocket 84. Accordingly, the rotation of the crank sprocket 84 is transmitted to the intake cam sprocket 79 and the exhaust cam sprocket 80 by the timing belt 85. In other words, the rotation of the crankshaft 45 as the drive side rotation shaft is transmitted to the intake camshaft 75 and the exhaust camshaft 76 as the driven side rotation shaft via the timing belt 85, so that these intake camshaft 75 and An intake valve 56 and an exhaust valve 57 driven by the exhaust camshaft 76 open and close the intake port 54 and the exhaust port 55 in synchronization with the crankshaft 45.

  Further, the path of the timing belt 85 is regulated by a tension slipper 86 and a vibration damper 87. The tension slipper 86 urges the timing belt 85 and applies tension to the timing belt 85 when pressed by the belt tensioner 92. Accordingly, the timing belt 85 is moderately tensioned by the tension slipper 86 and is prevented from coming off from the intake cam sprocket 79, the exhaust cam sprocket 80, and the crank sprocket 84.

  Further, as will be described later, the belt tensioner 92 (see FIG. 4) has a force for pressing the tension slipper 86 determined by the magnitude of the current supplied to the internal coil 95 (see FIG. 4) constituting the solenoid. It has become so. Therefore, the belt tensioner 92 and the tension slipper 86 apply tension to the timing belt 85 by urging the timing belt 85 according to the magnitude of the current.

  Further, as described above, the timing belt 85 transmits the rotational force of the crankshaft 45 that is the output shaft of the engine 11 to the intake camshaft 75 and the exhaust camshaft 76 that drive the intake valve 56 and the exhaust valve 57. It has become. That is, the timing belt 85 constitutes an endless transmission member in the present invention.

  As shown in FIG. 4, the belt tensioner 92 is configured by a push-type solenoid, for example, and includes a housing 94, a coil 95, a plunger 96, and a spring 97.

  The plunger 96 is slidably inserted into the housing 94, and one end thereof extends to the outside of the housing 94 and abuts against the tension slipper 86. When energization of the coil 95 is stopped and the solenoid shifts to the demagnetized state, the plunger 96 moves to the left in FIG. 4 by the urging force of the spring 97. As a result, the biasing force of the belt tensioner 92 against the timing belt 85 is reduced, and the tension T of the timing belt 85 is reduced.

  On the other hand, when energization of the coil 95 is started and the solenoid shifts to the excited state, the plunger 96 moves forward in the right direction of FIG. As a result, the urging force of the belt tensioner 92 against the timing belt 85 is increased, and the tension T of the timing belt 85 is increased. Therefore, the belt tensioner 92 constitutes a tension applying unit according to the present invention.

  Further, the ECU 20 controls the magnitude of the current supplied to the coil 95 based on the signals input from the ignition switch 41 and the crank angle sensor 31 and adjusts the tension T of the timing belt 85. That is, ECU20 comprises the control means which concerns on this invention.

Specifically, when the ECU 20 determines that the ignition switch 41 has been turned on based on a signal input from the ignition switch 41, the ECU 20 starts energizing the coil 95 and changes the tension T of the timing belt 85 from T0 to T1. Raise. This tension T1 (initial tension value) is a tension at which the teeth of the timing belt 85 are not removed from the crank sprocket 84, the intake cam sprocket 79, and the exhaust cam sprocket 80 during the period from when the engine 11 is started until the idle speed is reached. Is set to The tension T0 (stop tension value) represents the tension of the timing belt 85 in a state where the timing belt 85 is not urged by the belt tensioner 92, and when the timing belt 85 is stopped, the crank sprocket 84, the intake air The tension is set so that teeth are not removed from the cam sprocket 79 and the exhaust cam sprocket 80.

  When the timing belt 85 is not urged by the belt tensioner 92 and the tension T of the timing belt 85 falls below T0, the ECU 20 supplies a current to the coil 95 even when the ignition switch 41 is off. The timing T is controlled so that the tension T of the timing belt 85 becomes T0.

  Further, the ECU 20 is configured to turn on the starter when the ignition switch 41 is turned on. At the same time, when the ECU 20 calculates the engine speed Ne based on the signal input from the crank angle sensor 31, as shown in FIG. 5, the ECU 20 adjusts the tension T of the timing belt 85 based on the engine speed Ne. It has become.

The ECU 20 is configured to set the tension T based on the following formula (1), for example.
T = ANe ^B + C (1)

  Here, the constants A, B, and C are values for preventing the teeth of the timing belt 85 from being removed from the crank sprocket 84, the intake cam sprocket 79, and the exhaust cam sprocket 80 regardless of the increase in the engine speed Ne. It is required by typical measurement. Further, the ECU 20 stores a tension map indicating the relationship between the tension T and the magnitude of the current supplied to the coil 95 in the ROM 20b. Accordingly, when the ECU 20 calculates the tension T with respect to the timing belt 85 based on the above equation (1), the ECU 20 sets the current supplied to the coil 95 with reference to the tension map.

  In addition, when the signal input from the ignition switch 41 becomes a signal indicating that the ignition switch 41 is turned off, the ECU 20 determines that the engine 11 has stopped and ends energization of the coil 95. As a result, the tension T of the timing belt 85 decreases to T0. Therefore, the ECU 20 constitutes an engine stop determination unit according to the present invention.

  When the vehicle 10 is equipped with a sensor capable of transmitting a signal indicating the stop of the engine 11 to the ECU 20, the ECU 20 replaces the ignition switch 41 with the engine 11 based on a signal input from the sensor. It may be determined whether or not has stopped.

  FIG. 6 is a flowchart for explaining a tension adjustment control process according to the embodiment of the present invention.

  In addition, the following processes implement | achieve the program which can be processed by CPU20a while being performed by CPU20a which comprises ECU20 at a predetermined time interval. In the initial state, it is assumed that the tension T of the timing belt 85 is T0.

  First, the ECU 20 determines whether or not the ignition switch 41 is turned on based on a signal input from the ignition switch 41 (step S11). If the ECU 20 determines that the ignition switch 41 is turned on (YES in step S11), the ECU 20 proceeds to step S12. On the other hand, if it is determined that the ignition switch 41 is not on (NO in step S11), the process proceeds to RETURN.

  In step S12, the ECU 20 sets the current supplied to the coil 95 of the belt tensioner 92 with reference to the tension map stored in the ROM 20b so that the tension T of the timing belt 85 becomes T1, and energizes the coil 95. Start.

  Next, the ECU 20 determines whether or not the starter is turned on (step S13). If the ECU 20 determines that the starter is turned on (YES in step S13), the ECU 20 proceeds to step S14. On the other hand, if it is determined that the starter is not turned on (NO in step S13), the process proceeds to step S12.

  In step S14, when the ECU 20 calculates the engine speed Ne based on the signal input from the crank angle sensor 31, the ECU 20 sets the tension T of the timing belt 85 based on the above equation (1). Then, the ECU 20 refers to the tension map stored in the ROM 20b and adjusts the magnitude of the current supplied to the coil 95.

  Next, the ECU 20 determines whether or not the engine 11 has stopped based on a signal input from the ignition switch 41 (step S15). The ECU 20 determines that the engine 11 has stopped when a signal indicating OFF is input from the ignition switch 41 (YES in step S15), and proceeds to step S16. On the other hand, when a signal indicating ON is input from the ignition switch 41, the ECU 20 determines that the engine 11 is not stopped (NO in step S15), and proceeds to step S14.

  In step S16, the ECU 20 stops supplying current to the coil 95 of the belt tensioner 92, and sets the tension T of the timing belt 85 to T0.

  As described above, the vehicle control apparatus according to the embodiment of the present invention can increase the tension applied to the timing belt 85 immediately before the engine 11 is started. Therefore, while the engine 11 is stopped, the tension of the timing belt 85 can be reduced to extend the life of the timing belt 85, and the timing T can be increased by increasing the tension T of the timing belt 85 when the engine 11 is started. It is possible to prevent the belt 85 from slipping with respect to the crank sprocket 84. In addition, when the vehicle control device according to the present embodiment is mounted on a hybrid vehicle, the frequency of stopping the engine increases, so that the life of the timing belt 85 can be further extended.

  Further, since the belt tensioner 92 can suitably apply the tension necessary for the rotation of the timing belt 85, it is possible to prevent the timing belt 85 from being applied with an excessive load, and to extend the life of the timing belt 85.

  In the above description, the ECU 20 increases the tension T from T0 to T1 when the ignition switch 41 is turned on, and sets the tension T based on the above formula (1) when the starter is turned on. did. However, the ECU 20 reduces the tension T of the timing belt 85 to T0 while the engine 11 is stopped, while increasing the tension T of the timing belt 85 from T0 to a predetermined tension T2 when the ignition switch 41 is turned on. You may make it make it. In this case, the tension T2 is set as a tension at which the teeth of the timing belt 85 are not removed from the crank sprocket 84, the intake cam sprocket 79, and the exhaust cam sprocket 80 regardless of the engine speed Ne.

  In the above description, the ECU 20 stores the tension map in the ROM 20b and calculates the tension T of the timing belt 85 based on the magnitude of the current supplied to the coil 95. However, the present invention is not limited to this. The belt tensioner 92 includes a movement amount sensor that detects the movement amount of the plunger 96, and the ECU 20 may calculate the tension T of the timing belt 85 based on a signal input from the movement amount sensor. .

  Further, in the above description, the ECU 20 has described the case where the tension adjustment control is always executed. However, the present invention is not limited to this, and the ECU 20 adjusts the tension only when the degree of deterioration of the timing belt 85 exceeds a predetermined value. You may make it perform control.

  In this case, the ECU 20 measures the degree of deterioration of the timing belt 85 by the following method.

  As shown in FIG. 7, the life of the timing belt 85 is determined by the effective tension (N) and the number of repetitions (n). The effective tension (N) is a value indicating how much the timing belt 85 is pulled, and the number of repetitions (n) indicates how many times, that is, how many times it has been rotated.

  For example, when the timing belt 85 continues to rotate with the effective tension a, it indicates that the service life is reached with c rotation. Further, when the timing belt 85 continues to rotate with the effective tension b, it indicates that the service life is reached with d rotation. Therefore, when the effective tension (N) applied to the timing belt 85 changes from a to b, the life of the timing belt 85 is extended from c rotation to d rotation. Thus, the life of the timing belt 85 can be roughly grasped by the area required by the effective tension (N) and the number of repetitions (n).

  That is, since the life of the timing belt 85 is known from the total effective tension applied to the timing belt 85, the life of the timing belt 85 corresponding to the total is calculated in advance by experimental measurement, and this calculated value is used as the timing belt 85. Is stored in the ROM 20b of the ECU 20.

  Then, the ECU 20 calculates the total effective tension applied to the timing belt 85 as a degree of deterioration. Until the degree of deterioration exceeds a predetermined value, the tension T in the timing belt 85 is maintained even when the ignition switch 41 is off. The belt tensioner 92 is controlled to be equal to or higher than T1. The effective tension is obtained according to the magnitude of the current supplied to the coil 95 of the belt tensioner 92, for example. Therefore, the ECU 20 constitutes the deterioration degree calculation means according to the present invention, and the engine stop determination means stops the internal combustion engine on the condition that the deterioration degree calculated by the deterioration degree calculation means exceeds a predetermined value. If it is determined, the control means for reducing the tension applied to the endless transmission member by the tension applying means.

  Further, the total effective tension applied to the timing belt 85 is stored in a writable and erasable memory such as a flash memory and added according to the driving of the engine 11.

  By having such a configuration, the vehicle control apparatus according to the embodiment of the present invention increases the possibility that the degree of deterioration of the timing belt 85 exceeds a predetermined value and the progress of the deterioration of the timing belt 85 is accelerated. In this case, it is possible to extend the life of the timing belt 85 by reducing the tension T of the timing belt 85 while the engine 11 is stopped.

  As described above, the vehicle control apparatus according to the present invention has an effect of suppressing the deterioration of the endless transmission member and extending the life of the endless transmission member, and is wound around the output shaft of the internal combustion engine. This is useful for a control device for a vehicle that protects the endless transmission member that has been made.

10 Vehicle 11 Engine 19 Crankshaft 20 ECU
20a CPU
20b ROM
20c RAM
31 Crank Angle Sensor 35 Throttle Opening Sensor 39 Intake Cam Angle Sensor 40 Exhaust Cam Angle Sensor 41 Ignition Switch 45 Crankshaft 50 Engine Body 56 Intake Valve 57 Exhaust Valve 68 Throttle Valve 75 Intake Camshaft 76 Exhaust Camshaft 77 Intake Cam 78 Exhaust cam 79 Intake cam sprocket 80 Exhaust cam sprocket 84 Crank sprocket 85 Timing belt 86 Tensioner slipper 87 Vibration damper 92 Belt tensioner 95 Coil 96 Plunger

Claims (5)

A vehicle control device comprising an endless transmission member wound around a camshaft for driving an output shaft of an internal combustion engine and a valve of the internal combustion engine, and transmitting rotation of the output shaft to the camshaft by driving of the internal combustion engine. There,
Tension applying means for applying tension to the endless transmission member according to the supplied current ;
Control means for controlling the magnitude of the tension applied by the tension applying means,
The control means controls the tension applied to the endless transmission member by the tension applying means using the current, and the tension is preliminarily rotated on the condition that the internal combustion engine is stopped. adjustment to a control device for a vehicle according to claim Rukoto to reduce the set initial tension value when the number becomes zero to the initial tension value is less than the stop-state tension value.   2. The vehicle control device according to claim 1, further comprising engine stop determination means for determining whether or not the internal combustion engine has stopped.   3. The vehicle control device according to claim 2, wherein the engine stop determination means determines that the internal combustion engine has stopped on the condition that an ignition switch has shifted from an on state to an off state. The control means monotonously increases the tension applied by the tension applying means to the endless transmission member from the initial tension value and decreases the increase rate of the tension in accordance with an increase in the rotational speed of the internal combustion engine. The vehicle control device according to any one of claims 1 to 3, wherein the control device is a vehicle control device. A deterioration degree calculating means for calculating a deterioration degree of the endless transmission member;
The control means applies the tension applying means to the endless transmission member on the condition that the deterioration degree calculated by the deterioration degree calculating means exceeds a predetermined value and the internal combustion engine is stopped. The vehicle control device according to any one of claims 1 to 4, wherein a tension to be reduced is reduced.

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