DE102014218404B4 - engine restart control device - Google Patents

Abstract

An engine restart control system in a vehicle comprising a manual transmission (12) which can be shifted to a neutral position or a drive position by a shift lever (37), an engine (11) as a source of power provided to wheels via the manual transmission (12). a clutch mechanism (13) arranged to switch the power transmission between the engine (11) and the manual transmission (12) from a power transmission state to a power cut state by stepping on a clutch pedal (35), and an automatic start-stop function, whereby the engine (11) is automatically stopped when a predetermined automatic stop condition is met and automatically restarted when an automatic restart condition is met, the engine restart control system comprising:an engine stall determination module (81) for Determining whether the engine (11) is in a state that vo n an engine stall event occurs when the engine speed is equal to or less than a first predetermined engine speed; a neutral determination module (83) for determining whether the shift lever (37) is in the neutral position; characterized in that an engine restart control module (84) for stopping the restart of the engine (11) upon determining that the shift lever (37) moves during the time from the start of the restart until the engine speed is equal to or higher than a second predetermined engine speed that is higher than the first predetermined engine speed when determined that the engine (11) is in the condition resulting from an engine stall event and the predetermined restart condition for the engine (11) is met is out of neutral.

Description

BACKGROUND ART

The present invention relates to an engine restart control device for performing control to automatically restart an engine during automatic start-stop operation, and more particularly to an engine restart control system for controlling the restart of an engine to ensure that the engine is automatically restarted even then when the engine has stalled.

In order to improve fuel economy and reduce exhaust emissions, vehicles are equipped with automatic stop-start systems capable of automatically stopping the engine when a certain automatic stop condition is met when the vehicle comes to a standstill, such as at an intersection, and the Restart the engine when a certain condition for automatic restart is met.

During such an automatic engine stop, the engine is controlled for a quick restart from the automatic stop so that it can be stopped with its crankshaft and throttle valve in desired engine restart positions.

In vehicles with manual transmissions, a function has been proposed that allows the engine to be restarted using automatic start-stop operation even if the engine has stalled due to user error in operating the transmission. This enables the engine to be restarted without an ignition key-on event, thereby providing improved drivability.

However, if the driver is in a hurry to propel the vehicle, he may move the gearshift lever position out of neutral and then release the clutch without waiting for the completion of the engine restart under the control of the automatic stop-start system waiting.

When the transmission is in a non-neutral gear position during engine restart and the clutch is released, a starter motor propels the vehicle. When the starter motor drives the vehicle, the load on the starter and the battery becomes considerably large, so there is a problem that it may become difficult to ensure the durability of the parts.

When the engine stalls, the engine is not stopped so that its crankshaft and throttle valve are held in desired positions for engine restart because the engine stop is unexpected.

This causes a load on the starter and battery, which increases further when the starter drives the vehicle during restart after engine stall since the engine continues cranking the engine during restart.

To solve this problem, in the patent literature example 1 (that is, JP H09 - 42 004 A proposed that in a vehicle capable of restarting an engine when the clutch pedal is depressed, if the transmission is shifted to a gear position other than a neutral position before the clutch pedal is depressed, the engine will be prohibited from restarting.

STATE OF THE ART

Patent Literature Example 1: JP H09 - 42 004 A

In such an engine restart control system, the restart of the engine is avoided when the gear position is switched from the neutral gear position before restarting the engine, but the starter can drive the vehicle when the gear position is switched from the neutral gear position during the restart of the engine, thereby the load on the starter and the battery is increased.

the DE 10 2006 028 332 A1 discloses a method of starting and stopping an engine connected through a clutch to a manual transmission, wherein the engine can be automatically stopped and started in one mode. The engine is automatically started from a stopped state when it is determined that the transmission has been moved from a neutral state to an engaged state while the clutch remains in a disengaged state.

the DE 10 2008 052 839 A1 discloses a control apparatus for a vehicle and a corresponding method that allow detection of an engine stall and initiation of an automatic restart of the engine after the stall. To this end, it is monitored whether a clutch pedal of the vehicle reaches or exceeds a predetermined position within a predetermined time interval after the stall.

SUMMARY OF THE INVENTION

Therefore, an object of the present invention is to provide an engine restart control system capable of preventing an engine from restarting under an undesirable condition for the vehicle.

According to a first aspect of the present invention, an engine restart control system in a vehicle comprising a manual transmission which can be shifted to a neutral position or a drive position by a shift lever, an engine as a source for a force that is provided to wheels via the manual transmission, a Clutch mechanism arranged to switch the power transmission between the engine and the manual transmission from a power transmission state to a power cut state by stepping a clutch pedal, and an automatic start-stop function by which the engine is automatically stopped when a predetermined condition for the automatic stopping is satisfied, and automatically restarting when a condition for the automatic restart is satisfied, wherein the engine restart control system comprises: an engine stall determination module for determining whether the engine is in a state resulting from an engine stall event when the engine speed is equal to or less than a first predetermined engine speed, and a neutral determination module to determine whether the shift lever is in the neutral position. The engine restart control system is characterized by an engine restart control module for stopping the restart of the engine upon determination that the shift lever moves during the time from the start of the restart until the engine speed is equal to or higher than a second predetermined engine speed that is higher than the first predetermined engine speed, when the engine is determined to be in the engine stall event condition and the predetermined engine restart condition is met, is out of neutral.

According to a second aspect of the present invention, the engine restart control system further includes a clutch operation determination module for determining whether the clutch pedal has been depressed, wherein the engine restart control module allows the restart of the engine to continue if it is determined that the clutch pedal has been depressed during the restart period.

According to the above first aspect, since the engine restart is stopped when it is determined that the shift lever is out of the neutral position during the engine restart period after an engine stall event, it is made possible to restart the engine under an undesirable condition for the engine vehicle to avoid. This prevents the starter from driving the vehicle, enabling the load on the starter and battery to be reduced.

According to the above second aspect, since the engine restart is allowed to continue after the engine stall event regardless of the shift lever position when it is determined that the clutch pedal is depressed during the engine restart period, it is made possible to restart the engine under to avoid an undesirable condition for the engine while maintaining the restart of the engine in a state where the output of the engine is not transmitted to the wheels. This prevents the starter from driving the vehicle, enabling the load on the starter and battery to be reduced.

character list

• 2 ist ein funktionales Blockdiagramm des Systems.
• 3 ist ein Ablaufdiagramm der Motorneustartsteuerung.
• 4 ist ein Ablaufdiagramm der Motorneustartsteuerung einer zweiten Ausführungsform eines Motorneustartsteuersystems nach der vorliegenden Erfindung.

1 12 is a schematic diagram of a first embodiment of an engine restart control system according to the present invention, as well as a block diagram showing part of a vehicle having the system.

• 2 is a functional block diagram of the system.
• 3 Fig. 12 is a flowchart of engine restart control.
• 4 Fig. 12 is a flowchart of engine restart control of a second embodiment of an engine restart control system according to the present invention.

DESCRIPTION OF EMBODIMENTS

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. 1 until 3 show an embodiment of an engine restart control system according to the present invention.

FIRST EMBODIMENT: Referring to FIG 1 comprises a vehicle 1 having an embodiment of an engine restart control system according to the present invention, an engine 11 of the internal combustion engine type, a manual transmission 12 allowing a driver to select a gear, a clutch mechanism 13 capable of transmitting the output torque from the engine 11 to that manual transmission 12, and a differential 15 which transmits the driving force resulting from the conversion by the selected gear in the manual transmission 12 to the right and left drive wheels.

Moreover, the vehicle 1 according to the present embodiment is configured as a front-engine, front-drive vehicle in which the engine 11 is installed in its front part and the engine 11 is used to drive the right and left wheels 10 . In addition, shows 1 only one wheel 10 and its brake pipe, while the remaining three wheels and their brake pipes are not shown.

The engine 11 is a four-stroke spark-ignition engine that includes pistons, cylinders, and a connecting rod, wherein a four-stroke sequence consisting of an intake stroke, a compression stroke, a power stroke, and an exhaust stroke occurs during two reciprocations of a piston in the cylinder is completed and ignition takes place between the compression stroke and the power stroke.

The pistons in the cylinders are connected to a crankshaft 32 via connecting rods. Each of the connecting rods converts the reciprocating movements of the associated piston into crankshaft 32 rotations.

This engine 11 provides the power to drive the vehicle 1 by burning an air-fuel mixture inside a combustion chamber in each cylinder to reciprocate the associated piston, thereby using the crankshaft 32 as the engine output shaft to turn over the connecting rod.

A starter 34 is installed, which is engaged with the crankshaft 32 via a reduction gear, which is not shown. This starter 34 is provided to crank the engine 11 by rotating the crankshaft 32 via the reduction gear.

Moreover, the crankshaft 32 is connected to an input shaft 33 constituting an input shaft of the manual transmission 12 via the clutch mechanism 13 .

The clutch mechanism 13 is, for example, a dry-type single-plate friction clutch, which includes a disc-shaped flywheel 42 rotating integrally with the crankshaft 32, a clutch disc 43 engaging or disengaging with this flywheel 42 and integral with the Input shaft 33 rotates, and includes a clutch pedal 35 which can be operated by the driver.

This clutch mechanism 13 can switch between a power transmission state in which the clutch disk 43 is engaged with the flywheel 42 to transmit torque from the crankshaft 32 of the engine 11 to the input shaft 33 of the manual transmission 12, and an interrupted state in which the clutch disk 43 is released from the flywheel 42 to interrupt the transmission of torque from the crankshaft 32 of the engine 11 to the manual transmission 12.

Thus, the clutch mechanism 13 enters the power transmission state when the clutch disc 43 is engaged with the flywheel 42 or the cut-off state when the clutch disc 43 disengages from the flywheel 42 .

In this clutch mechanism 13, the transition between the power transmission state and the cut-off state corresponds to the stepped position of the clutch pedal 35 or the clutch travel.

In a state where the clutch pedal 35 is not stepped on, since the clutch disc 43 is engaged with the flywheel 42, the clutch mechanism 13 is in the power transmission state to transmit torque from the crankshaft 32 to the input shaft 33.

On the other hand, in a state where the clutch pedal 35 is stepped on, the clutch mechanism 13 is in the cutoff state to cut off the transmission of torque from the crankshaft 32 to the input shaft since the clutch disc 33 disengages from the flywheel 42 .

In view of the stepped position of this clutch pedal 35, a clutch pedal switch 36 determines whether or not the clutch mechanism 13 is in the cut-off state. Stepping on the clutch pedal 35 to a point where the flywheel 42 and clutch disc 43 are disengaged causes the clutch pedal switch 36 to provide an ON level signal representing the disconnected state of the clutch mechanism 13 . On the other hand, the driver's release of the clutch pedal 35 from fully depressing to a point where engagement between the flywheel 42 and the clutch disc 42 is initiated causes the level of the signal provided by the clutch pedal switch 36 to change from changes from the ON level to the OFF level.

The manual transmission 12 includes a plurality of gears having respective gear ratios different from each other in order that the input rotation speed from the input shaft 33 is reduced by the gear ratio of any one of the gears to the output rotation speed from an output shaft not shown.

This manual transmission 12 selects a power path between the input shaft 33 and the output shaft according to the driver's operation of a shift lever 37, thereby allowing selection of a gear ratio for the gear constituting the power path.

The shift lever 37 can select any one of the first to fifth gears corresponding to the predetermined gear ratios for the manual transmission 12, a neutral position for interrupting power transmission between the input shaft 33 and the output shaft for the manual transmission 12, and a reverse position for reversing the vehicle 1 by allowing the output shaft to rotate in a direction opposite to the direction of rotation of the input shaft 33.

It should be noted here that all of the first through fifth and reverse positions except the neutral position are referred to as drive positions.

According to the present embodiment, a shift pattern with respect to the shift lever 37 is a so-called “H shift pattern” in which the positions for the first to fifth forward speeds are arranged by denoting the corresponding numerals, the position for neutral is denoted by “N”. is located, and the position for reverse gear is located, denoted by "R". In such an H shift pattern, the neutral position is at the midpoint between the third forward speed position and the fourth forward speed position, ie, it is the intersection between the select action location and the shift action location between the for position the third forward gear and the position for the fourth forward gear.

At a base part of the shift lever 37, a neutral switch 38 is provided. When in the neutral position, shift lever 37 causes neutral switch 38 to provide an ON level signal.

A differential mechanism 15 transmits the output from the output shaft of the manual transmission 12 through a reduction gear and a differential gear to axles 31, whereby the left and right drive wheels 10 are rotated.

Thereby, the power is transmitted from the engine 11 to the driving wheels 10 through the clutch mechanism 13, the manual transmission 12 and the differential mechanism 15.

Furthermore, the vehicle 1 includes a brake pedal 61 that can be operated by the driver, a brake booster 62 that increases the amount of braking in response to the driver's input through the brake pedal 61 in the form of an operating pressure (referred to as "pedal pressure") , a master cylinder 63 which converts the increased amount of braking into hydraulic pressure, a brake cylinder 64 which regulates the converted hydraulic pressure for transmission through hydraulic lines 65, hydraulic brakes 66 which in response to the regulated hydraulic pressure apply a mechanical braking force to the wheel 10, and hydraulic lines 65 for supplying the regulated hydraulic pressure through the brake cylinder 64 to the hydraulic brakes 66.

A brake switch 67 is located on a pedal axle or swing axle for the brake pedal 61, which provides an ON-level signal when the brake pedal 61 is stepped on by the driver.

Furthermore, the vehicle 1 includes an accelerator pedal 71 and an accelerator pedal travel sensor 72 which measures the travel of the accelerator pedal 71 .

In addition, the vehicle 1 includes an alternator 39 which is connected to the engine 11 for driving via a crankshaft pulley (not shown) on the crankshaft 32 and a belt. This alternator 39 is activated by the power from the engine 11 to generate electricity.

The electrical energy generated by the alternator 39 is stored in a battery 51 . The electrical energy stored in the battery 51 is available for use in activating the starter 34 for the engine 11 or in energizing a solenoid valve, not shown, with which the brake cylinder 64 is equipped.

In addition, the vehicle 1 comprises an engine speed sensor 44, which provides an engine speed based on the rotation of the crankshaft 32, an input shaft speed sensor 45, which provides a speed of the input shaft 33, and a wheel speed sensor 46, which provides a speed of the axle 31 to calculate based on the exits of these sensors to record the condition of its powertrain.

In addition, the vehicle 1 includes an engine ECU 20 and a hydraulic brake ECU 68 as an ECU (Electronic Control Unit) for electrically controlling the parts.

Each of the engine ECU 20 and the hydraulic brake ECU 68 is formed by a microcomputer including a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), an input port, and an output port.

In each of the engine ECU 20 and the hydraulic brake ECU 68, the CPU performs an arithmetic operation according to a computer program and a map previously stored in the ROM using a memory area or a part of the RAM as a work area.

The engine ECU 20 and the hydraulic brake ECU 68 can communicate with each other through a CAN bus 90, which is a communication line for a CAN (Controller Area Network), by sending signals representing control commands and request values for control and signals representing Specify, display, send and receive values detected by the various sensors.

The hydraulic brake ECU 68 regulates the braking force applied to the wheels 10 by controlling the brake cylinder 64.

The engine ECU 20 performs integrated control of the parts of the engine 11 based on information from various sensors and various switches and stored parameters by performing operations according to commands of a control program stored in advance to make the engine 11 run efficiently work.

The engine ECU 20 controls a position of a throttle valve of an electronically controlled throttle system, not shown, a timing of fuel injection by a fuel injector, and an ignition timing by a spark plug so that the engine 11 can provide torque as high as a Engine torque request, which is determined in response to accelerator pedal 71 travel measured by accelerator pedal travel sensor 72 .

The engine 11 is provided with an automatic start-stop function so that it is automatically stopped when a predetermined automatic stop condition is met and automatically restarted when an automatic restart condition is met. The engine ECU 20 controls this start-stop function.

As a condition for the automatic stop, it can be set that various conditions such as a vehicle speed equal to or lower than a predetermined vehicle speed, a shift position in the neutral position, a depressed brake pedal 61, a state of charge of the battery 51 equal to or is greater than a predetermined value, all are satisfied. On the other hand, it can be set as a condition for the automatic restart that at least one of various conditions such as a depressed clutch pedal 35 or a non-depressed brake pedal 61 is met.

In addition, the engine ECU 20 can stop the engine 11 for restarting the engine from the automatic stop based on the measurement value of a not-shown crankshaft position sensor and a position of the throttle valve of the not-shown electronically controlled throttle system in a state in which a desired angular position of the crankshaft 32 for the engine restart is present.

The present invention of an engine restart control system is incorporated into the engine ECU 20 . This engine restart control system performs restart control of the engine 11 that has been automatically stopped by the automatic start-stop operation.

The engine ECU 20 includes an engine restart unit 80 as an engine restart control system Restart condition for the automatic start-stop activity is met.

As in 2 shown, a signal indicative of the engine speed and an output of the engine speed sensor 44, a signal, ie, an ON level signal when stepping a clutch pedal, which is an output of the clutch signal switch 36, and a signal, ie, on ON-level signal indicative of selection of the neutral position, which is an output of the neutral switch 38, is fed to input terminals of the engine restart unit 80 as inputs.

On the other hand, the starter 34 is coupled to an output terminal of the engine restarting unit 80 directly or via a relay.

The engine restart unit 80 includes an engine stall determination module 81 for determining whether the engine 11 has stalled (ie, whether the engine 11 is in a state resulting from an engine stall event), a clutch actuation determination module 82 for determining the operational state of the clutch pedal 35, a neutral determination module 83 for determining whether the shift lever 37 is in a neutral position, and a restart control module 84 for controlling the restart of the engine 11, and initiates the restart of the engine 11 when it is determined that the engine 11 is in the engine stall event State is and a start condition for restart after engine stall is met.

At this point, in addition to the restart condition for the automatic start-stop operation, the starting condition for the restart after the engine stall event can be set, for example, that the clutch pedal 35 is depressed and the shift lever 37 is in the neutral position.

The engine stall determination module 81 determines that the engine 11 is not in a state of being automatically stopped by the automatic start-stop operation but in a state stemming from an engine stall event when the engine speed is equal to or lower than a first predetermined engine speed is.

In this case, the first predetermined engine speed is an engine speed by which the stopping of the engine 11 can be positively detected, and which has been previously determined through experiments and the like and stored in a memory in the engine ECU 20 .

The clutch operation determination module 82 determines the state of the clutch mechanism 13 based on a signal from the clutch pedal switch 36. The clutch pedal switch 36 provides an ON level signal when the clutch mechanism 13 is in the cut-off state or released.

The neutral determination module 83 determines whether the shift lever 37 is in the neutral position based on a signal from the neutral switch 38 . The neutral switch 38 provides an ON level signal when the shift lever 37 is in the neutral position.

To restart the engine 11 when the engine 11 has stalled, the restart control module 84 energizes the starter 34 on condition that the start condition for restarting after the engine stall event is met.

In addition, the restart control module 84 terminates the restart of the engine 11 when it is determined that the shift position is operated to move from the neutral position during the restart period that was started after the engine 11 stalled.

Further, the restart control module 84 determines whether the rotational speed of the engine 11 has reached a full explosion state in view of whether the restart of the engine 11 is completed. In determining whether the engine 11 has reached full detonation, the restart control module 84 determines whether the engine speed has become equal to or greater than a second predetermined engine speed that was previously determined. In addition, the second predetermined engine speed is higher than the first predetermined speed.

In this case, the second predetermined engine speed is an engine speed by which the event that the engine 11 has come into the full explosion state can be positively detected, and which is determined in advance through experiments and the like and stored in a memory in the engine ECU 20 was saved.

With reference to 3 the restart control by the engine restart control system constructed as above relating to the present embodiment according to the present invention will be described. In addition, the execution of the engine restart operation described below is repeated at predetermined time intervals.

First, the restart control module 84 determines whether the engine 11 has stalled (step S101). If the engine 11 has not stalled, the restart control module 84 repeats the determination in step S101 until it determines that the engine 11 has stalled.

When the engine 11 has stalled in step S101, the restart control module 84 determines whether the start condition for restarting after the engine stall of the engine 11 is satisfied (step S102). When the restart start condition is not satisfied, the restart control module 84 repeats the determination at step S102 and waits until the restart start condition is satisfied.

When the restart start condition is satisfied in step S102, the restart control starts module 84 restarts the engine 11 by energizing the starter 34 (step S103).

Next, the restart control module 84 determines whether the complete explosion is detected in the engine 11 (step S104). When the complete explosion is detected in the engine 11, the restart control module 84 terminates the restart.

If complete explosion is not detected in the engine 11 at step S104, the restart control module 84 determines whether the shift position has been actuated to move to any drive gear position other than neutral (step S105). If the shift position remains neutral, the restart control module 84 returns to step S104 and allows the restart of the engine 11 to continue.

Thus, restarting the engine 11 may continue if the shift position remains neutral since the starter 34 will not propel the vehicle.

If the shift position to move out of neutral has been actuated at step S105, the restart control module 84 halts the restart of the engine 11 by stopping the starter 34 (step S106), thereby ending the restart.

Since the restart of the engine 11 is stopped when it is determined that the shift position within the duration of the engine restart, ie, during the time from the start of the restart of the engine 11 to the detection of the combustion explosion event in the engine 11, to move has been operated from neutral, therefore, the vehicle is prevented from moving caused by the shifting operation to the drive gear during the period of restarting the engine 11 . This prevents the starter 34 from driving the vehicle within the period of restarting the engine 11 , thereby reducing the load on the starter 34 and the battery 51 .

Moreover, in the present embodiment, the clutch pedal switch 36 is used to determine whether the clutch mechanism 13 is in the disconnection state or in the power transmission state, and the state of the clutch mechanism 13 is determined by supplying the stroke of the clutch pedal 35 as an input to the engine ECU 20 and evaluating the clutch pedal travel in the engine ECU 20 can be determined.

SECOND EMBODIMENT Next is 4 is used to describe a second embodiment of an engine restart control system according to the present invention. The present embodiment is generally the same in structure as the embodiment described above, and its characteristic portion will be described using the same reference numerals to designate the same constituent parts with reference to the same drawings.

With reference to 1 an engine restart unit 80 checks the state of a clutch mechanism 13 after engine restart starts but before determining whether the transmission is in gear, and allows engine restart to continue when the clutch mechanism 13 is in the cut-off state.

Specifically, during the engine restart following the stop of the engine 11, the restart control module 84 allows the restart control operation indicated by an in 4 As illustrated in the flowchart shown, it continues restarting the engine when the clutch mechanism 13 is in the cut-off state, and halts restarting when the clutch mechanism 13 is in the power transmission state. In addition, the execution of the restart control operation described below is repeated at predetermined time intervals.

As with the before using the in 3 As described in the flowchart shown, the restart control module 84 checks whether an engine stall event occurs (step S101) and checks whether the start condition for restart after the engine stall event is satisfied (step S102).

When the engine restart start condition is met, the restart control module 84 starts restarting the engine 11 (step S103), determines whether a combustion explosion event occurs in the engine 11 (step S104), and terminates the restart upon the occurrence of the complete event Explosion.

If no complete explosion event is detected in the engine 11 at step S104, the engine restart module 84 determines whether an OFF level signal (ie a signal indicating that the clutch mechanism 13 is in the power transmission state) as an input from a clutch pedal switch 63 is obtained (step S201).

If an OFF level signal is not received as an input from the clutch pedal switch 36, the restart control module 84 allows the restart of the engine 11 to continue by returning to step S104.

This allows the restart of the engine 11 to continue when the clutch mechanism 13 is in the cut-off state since the starter 34 will not drive the vehicle.

If an OFF level signal is received as input from the clutch pedal switch 36 in step S201, the restart control module 84 determines whether the shift lever position indicates a shift from neutral (step S105). If the shift lever position is in the neutral position, the restart control module 84 allows the restart for the engine 11 to continue by returning to step S104.

Thus, this allows the restart to continue when the shift lever position is in the neutral position since the starter 34 will not propel the vehicle.

In step S105, when the shift lever position indicates a shift operation from neutral, the restart control module 84 halts the restart of the engine 11 by stopping the starter 34 (step S106), thereby terminating the restart.

Therefore, since the engine restart is allowed to continue regardless of the shift position when the clutch mechanism 13 disengages within the duration of the restart of the engine 11, that is, the time from the start of the restart of the engine 11 to the detection of the combustion explosion event in the engine 11, is in the cut-off state, the vehicle is prevented from being set in motion during engine restart caused by a shifting operation to any drive gear while the clutch is engaged. This prevents the starter 34 from driving the vehicle while allowing the restart to continue in the state where the output torque of the engine 11 is not transmitted to the vehicle wheels 10, reducing the load on the starter 34 and the battery 51 is reduced.

Although embodiments according to the present invention have been described in the foregoing, it is apparent to those skilled in the art that various changes can be made without departing from the scope of the present invention. All such modifications and equivalents are intended to be covered by the following claims.

Reference List

1

Vehicle,

11

Engine,

12

manual transmission,

13

clutch mechanism,

34

Starter,

35

clutch pedal,

36

clutch pedal switch,

80

engine restart unit,

37

shifter,

38

neutral switch,

44

engine speed sensor,

81

engine stall determination module,

82

clutch operation determination module,

83

neutral determination module,

84

restart control module.

Claims (2)

An engine restart control system in a vehicle comprising a manual transmission (12) which can be shifted to a neutral position or a drive position by a shift lever (37), an engine (11) as a source of power provided to wheels via the manual transmission (12). a clutch mechanism (13) arranged to switch the power transmission between the engine (11) and the manual transmission (12) from a power transmission state to a power cut state by stepping on a clutch pedal (35), and an automatic start-stop function, whereby the engine (11) is automatically stopped when a predetermined automatic stop condition is met and automatically restarted when an automatic restart condition is met, the engine restart control system comprising: an engine stall determination module (81) for Determining whether the engine (11) is in a state that v is from an engine stall event when engine speed is equal to or less than a first predetermined engine speed; a neutral determination module (83) for determining whether the shift lever (37) is in the neutral position; characterized in that an engine restart control module (84) for stopping the restart of the engine (11) upon determination that the shift lever (37) is moving during the time from the start of the restart until the engine speed is equal to or higher than a second predetermined engine speed, which is higher is as the first predetermined engine speed when it is determined that the engine (11) is in the condition resulting from an engine stall event det and the predetermined restart condition for the engine (11) is satisfied, is out of the neutral position. engine restart control system claim 1 , further comprising: a clutch application determination module (82) for determining whether the clutch pedal (35) is depressed, wherein the engine restart control module (84) allows restarting of the engine (11) to continue if it is determined that the clutch pedal (35) occurred during the restart period.

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