GB2506704A - A method for automatically starting an engine of a motor vehicle - Google Patents
A method for automatically starting an engine of a motor vehicle Download PDFInfo
- Publication number
- GB2506704A GB2506704A GB1305012.5A GB201305012A GB2506704A GB 2506704 A GB2506704 A GB 2506704A GB 201305012 A GB201305012 A GB 201305012A GB 2506704 A GB2506704 A GB 2506704A
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- clutch pedal
- pedal position
- engine
- disengaged
- inferred
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- 238000000034 method Methods 0.000 title claims abstract description 65
- 230000005540 biological transmission Effects 0.000 claims abstract description 24
- 230000003044 adaptive effect Effects 0.000 claims description 10
- 230000004044 response Effects 0.000 claims description 6
- 238000005259 measurement Methods 0.000 claims description 3
- 238000012360 testing method Methods 0.000 description 19
- 238000005096 rolling process Methods 0.000 description 14
- 239000000446 fuel Substances 0.000 description 8
- 230000007935 neutral effect Effects 0.000 description 7
- 230000033001 locomotion Effects 0.000 description 6
- 230000000994 depressogenic effect Effects 0.000 description 4
- 238000011156 evaluation Methods 0.000 description 3
- 239000003112 inhibitor Substances 0.000 description 3
- 238000004378 air conditioning Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000002826 coolant Substances 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 101100115146 Mus musculus Ctif gene Proteins 0.000 description 1
- 101100115147 Xenopus tropicalis ctif gene Proteins 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18018—Start-stop drive, e.g. in a traffic jam
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/10—Safety devices
- F02N11/101—Safety devices for preventing engine starter actuation or engagement
- F02N11/103—Safety devices for preventing engine starter actuation or engagement according to the vehicle transmission or clutch status
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/10—Safety devices
- F02N11/101—Safety devices for preventing engine starter actuation or engagement
- F02N11/105—Safety devices for preventing engine starter actuation or engagement when the engine is already running
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/08—Regulating clutch take-up on starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/10—Preventing unintentional or unsafe engagement
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/14—Clutch pedal position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
- F02N2200/103—Clutch pedal position
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
A method 100 for automatically starting an engine of a motor vehicle is provided. The method includes determining whether it is safe to restart an engine 10 of a motor vehicle 5 while the motor vehicle 5 is moving and a transmission 11 is in gear 110, 120. The method then compares a current clutch pedal position (CP) with a value of inferred clutch pedal position (CTInf) for a disengaged state obtained when the motor vehicle 5 was previously stationary 130. If the current clutch pedal position (CP) is more pressed than the value of inferred clutch pedal position (CTInf) then starting of the engine 10 is permitted otherwise it is not 140.
Description
A Method for Automatically Starting an Engine of a Motor Vehicle.
This invention relates to a motor vehicle having an internal combustion engine and, in particular, to a method for automatically starting an engine of the motor vehicle based upon the engagement state of a clutch drivingly connecting the engine to a manual transmission.
It is known to provide a motor vehicle having a manual transmission with a stop-start system for automatically stopping and starting an internal combustion engine used to provide motive power for the motor vehiole.
A conventional stop-start system automatically stops the engine whenever the motor vehicle is stationary and it is determined that there is an opportunity to do so in order to improve fuel consumption and reduce emissions from the engine.
A vehicle equipped with stop-start functionality requires knowledge of when torque is being transmitted from the engine to one or more driven road wheels.
Some implementations of stop-start allow stopping and starting of the engine when the transmission is in-gear and the motor vehicle is moving within a predefined speed range provided that the olutoh is depressed. Such systems are sometimes called a Free Rolling' Stop-Start in-Gear system (FRSIG) For a manual transmission stop-start application, a d1utch pedal pressed/clutch pedal depressed' threshold is normally used to indicate the engagement state of the clutch.
If the clutch pedal is mcre pressed than the clutch pedal pressed/clutch pedal depressed' threshold then it is assumed that the clutch is disengaged and vice-versa.
It is important for a ERSIG control system to know that no torque will be transmitted (transmission is in neutral or clutch is disengaged) before the engine is re-started, especially if the engine re-start is automatically requested by the stop-start system (e.g. due to low battery or a/c demand) and therefore not expected by the driver.
In the case of a driver induoed start, it is not essential for the pressed to depressed threshold of the clutch to be considered because, when the vehicle is rolling and a gear is engaged, it is sufficient to restart the engine with the clutch pedal in any position except released. This is because a slipping clutch is not critical for an engine restart since the vehicle is still in motion and hence pulls the engine. Therefore for FRSIG it is possible for all driver induced restarts to be allowed whenever the clutch pedal is not in the fully released state. However, it is desirable for the clutch pedal to be in a pressed position in which no torque is transmitted because this will reduce driveline shock and potentially clutch wear if there is excessive clutch slip.
If a restart is requested by a vehicle system or by the detection of any drive situation requiring the engine to run, in order to guarantee a clean restart a system induced restart can only be performed when the clutch is disengaged.
An open driveline is considered to be necessary for a FRSIG system if the start is a system induced restart because the driver is not aware that a restart is about to occur and so may not be ready to control the resulting response of the motor vehicle.
Therefore to enable an engine to be restarted while the vehicle is moving it is neoessary to know whether the clutch is or is not engaged and this is particularly so if the restart is a system induced one.
For FRSIG applications it has been proposed to use a Concentric Slave Cylinder (CSC) sensor in combination with a Clutch Master Cylinder (CMC) sensor or clutch pedal position sensor in order to provide an indication that the clutch is disengaged. However, vehicles do not typically have both a CSC sensor and a CMC sensor or clutch pedal position sensor and so there is an added expense to such a solution.
Furthermore, a predetermined clutch disengagement point threshold is difficult to determine and has to be highly conservative due to movement in the bite-point of the clutch over time and piece to piece tolerances. It has been proposed to use a single fixed disengagement state threshold that is set at a value where it is known the clutch will be disengaged such as, for example 90% pressed. This threshold is set to such a level that it accounts for all possible tolerances in the system. However, because the threshold has to be very safe, some drivers may not press the clutch pedal as far as 90% in normal driving and so potentially fewer starts are allowed than might be possible if a real tine disengaged/engaged threshold could be established.
Although, if both CMC and CSC sensors are fitted, it is possible to detect a failure such as hydraulic leakage, a catastrophic failure of the clutch resulting in engagement cannot be detected. Such a catastrophic failure could result in an unintended vehicle movement and action would have to be taken based on sensing the vehicle movement.
It has been proposed in UK patent application 1217945.3 filed 8' October 2012, the disclosure of which is included herein by its reference thereto, to provide a low cost, reliable method for establishing clutch engagement state with the use of only a single clutch pedal position sensor by producing an inferred clutch pedal position for a disengaged state so as to enable a clutch disengaged threshold value to be produced in an economic manner.
It has further been proposed in UK patent application 1217946.1 filed 8th October 2012, the disclosure of which is included herein by its reference thereto, to provide an inferred clutch pedal position for a disengaged state that is adaptive over time so as to enable the clutch disengaged threshold value to be updated to account for wear and changes in clutch actuation system effioiency.
However, in the case of both of these earlier applications the motor vehicle has to be stationary for a period of time to produce the respective inferred and adaptive inferred clutch disengaged position values.
It is an object of the invention to provide a method for automatically starting an engine of a motor vehicle in response to an engine start command when a manual transmission drivingly connected to the engine is in-gear and the motor vehicle is moving that is responsive to changes in the operation of the clutch actuation system.
It is a further object of the invention to enable the use of a Free Rolling' Stop-Start in-Gear system in a cost effective and reliable manner.
According to a first aspect of the invention there is provided a method for automatically starting an engine of a motor vehicle in response to an engine start command when a manual transmission drivingly connected to the engine by a clutch is in gear and the motor vehicle is moving, the method comprising using a current measured clutch pedal position and an inferred disengaged clutch pedal position produced when the motor vehicle was previously stationary to decide whether to start the engine.
The inferred disengaged clutch pedal position may be an adaptive inferred disengaged clutch pedal position.
The method may further comprise comparing the current measured clutch pedal position with the inferred disengaged clutch pedal position and starting the engine if the current measured clutch pedal position is more pressed than the inferred disengaged clutch pedal position.
Alternatively, the method may further comprise setting a fixed clutch pedal threshold at a clutch pedal position where the clutch will be disengaged and comparing the current clutch pedal position with a minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position and starting the engine if the current clutch pedal position is more pressed than the minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position.
Alternatively, the method may further comprise setting a fixed clutch pedal threshold at a clutch pedal position where the clutch will be disengaged, comparing the current clutch pedal position with the a fixed clutch pedal position threshold, only comparing the current clutch pedal position with the inferred disengaged clutch pedal position if the current clutch pedal position is less pressed than the fixed clutch pedal threshold and starting the engine if the current clutch pedal position is more pressed than either of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position.
The engine start command may be a system produced engine start command.
Alternatively, the engine start command may be a driver induced engine start command and the method may further comprise only starting the engine when an accelerator pedal is being pressed and a brake pedal is not being pressed.
According tc a second aspect the invention there is provided a motor vehicle having an engine drivingly connected to a manual transmission by a clutch, the engagement state of the clutch being determined based upon a measurement of clutch pedal position by a sensor and an electronic controller programmed, in response to an engine start command, to use a current measured clutch pedal position and an inferred disengaged clutch pedal position stored in a memory of the electronic controller when the motor vehicle was previously stationary to decide whether to start the engine.
The inferred clutch pedal position may be an adaptive inferred disengaged clutch pedal position.
The electronic controller may be programmed to compare the current measured clutch pedal position with the inferred disengaged clutch pedal position and may be operable to only start the engine if the current measured clutch pedal position is more pressed than the inferred disengaged clutch pedal position.
Alternatively, the electronic controller may include a memory and a fixed clutch pedal position threshold value may be stored in the memory corresponding to a clutch pedal position where the clutch will be disengaged and the electronic controller may be operable to compare the current clutch pedal position with a minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position and only start the engine if the current clutch pedal position is more pressed than the minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal positicn.
Alternatively, the electronic controller may include a memory and a fixed clutch pedal position threshold value may be stored in the memory oorresponding to a clutch pedal position where the clutch will be disengaged and the electronic controller may be operable to compare the current clutch pedal position with the clutch pedal position fixed threshold value and only compares the current clutch pedal position with the inferred disengaged clutch pedal position if the current clutch pedal position is less pressed than the fixed clutoh pedal position threshold and is further operable to start the engine if the current clutch pedal position is more pressed than either of the clutch pedal position fixed threshold value and the inferred disengaged clutch pedal position.
The engine start command may be a system produced engine start command.
Alternatively, the engine start command may be a driver induced engine start command and the electronic controller may be operable to only start the engine when an accelerator pedal of the motor vehicle is being pressed and a brake pedal of the motor vehicle is not being pressed.
The invention will now be described by way of example with reference to the accompanying drawing of which:-Fig.1A is a schematic representation of a motor vehicle having a SIG stop-start system according to the invention; Fig.1B is a schematic representation of a clutch actuation system forming part of the stop-start system of Fig.1; Fig.2 is a flow chart showing a first embodiment of a method for automatically starting an engine of a motor vehicle while the motor vehicle is moving; Fig.3 is a flow chart showing a second embodiment of a method for automatically starting an engine of a motor vehicle while the motor vehicle is moving; and Fig.4 is a flow chart showing a third embodiment of a method for automatically starting an engine of a motor vehicle while the motor vehicle is moving.
With reference to Figs.1A and lB there is shown a motor vehicle 5 having an engine 10 driving a multi-speed manual transmission 11. The transmission 11 has a gear selector (not shown) and is driveably connected to the engine 10 by a clutch 8 (not shown on Fig.1A) which is manually engaged or disengaged by a driver of the motor vehicle 5. The gear selector is manually moveable between several positions including at least one position where a gear forming part of the multi-speed transmission is selected and a neutral position in which no gears of the multi-speed transmission are selected. rhen the gear selector is moved to the neutral position the multi-speed manual transmission 11 is said to be in a neutral state in which torgue cannot be transmitted by the multi-speed transmission and when the gear selector is moved to an in gear position the multi-speed transmission 11 is said to be in an in-gear' state in which torgue can be transmitted by the multi-speed transmission.
An engine starter in the form of an integrated starter-generator 13 is driveably connected to the engine 10 and in this case is connected by a flexible drive in the form of a drive belt or chain drive 14 to a crankshaft of the engine 10. The starter-generator 13 is connected to a source of electrical energy in the form of a battery 15 and is used to start the engine 10 and which is recharged by the starter-generator when it is operating as an electrical generator.
The invention is not limited to the use of a starter-generator 13 and the starter-generator 13 could be replaced by a starter motor for starting the engine 10.
It will be appreciated that, during starting of the engine 10, the starter-generator 13 drives the crankshaft of the engine 10 and that at other times the starter-generator is driven by the engine 10 to generate electrical power.
A driver operable on/ off device in the form of a key operable ignition switch 17 is used to control the overall operation of the engine 10. That is to say, when the engine is running the ignition switch 17 is in a key-on' position and when the ignition switch 17 is in a key-off' position the engine 10 is not able to run. The ignition switch 17 also includes a third momentary position used to manually start the engine 10. It will be appreciated that other devices may be used to provide this functionality and that the invention is not limited to the use of an ignition switch.
An electronic control unit 16 is connected to the starter-generator 13, to the engine 10, to a gear selector sensor 12 used to monitor whether the transmission 11 is in neutral or in gear, to a road speed sensor 21 used to measure the rotational speed of a road wheel 20, to a brake pedal position sensor 24 used to monitor the position of a brake pedal 23, to a clutch pedal position sensing system 16C, 26 used to monitor the position of a clutch pedal 25 and to an accelerator pedal position sensor 19 used to monitor the position of an accelerator pedal 18. The accelerator pedal 18 provides a driver input of required power output from the engine 10. If the accelerator pedal 18 has been moved from a rest position it is said to be in a -10 -pressed position or in a pressed state. It will be appreciated that, in the case of a gasoline engine, instead of monitoring accelerator pedal position the position of a throttle valve could be monitored and used to infer accelerator pedal position.
The electronic control unit 16 may include the functionality of or be connected to an engine management system of the motor vehicle 5 capable of determining the fuel supplied to the engine 10 and be operable to control the engine 10 torgue output and operation of the engine 10 at idle speed via an engine idle speed governor. The electronic controller 16 is constructed in this case to enable the engine 10 to be stopped and then restarted while the motor vehicle 5 is in motion and so the stop-start system of which it forms a part is a FRSIG system.
Although the measurement of motor vehicle speed is described above with reference to the use of a road wheel sensor 21 because such sensors are often already present on a motor vehicle as part of a brake anti-lock system it will be appreciated that other suitable means can be used to determine the speed of the motor vehicle 5 such as, for example, a sensor measuring the rotational speed of an output shaft from the transmission 11.
It will be appreciated that the term gear selector sensor is not limited to a sensor that monitors the position of the gear selector but rather is any device which can provide a feedback of whether the transmission 11 is in gear or in neutral that is to say, it can be a gear neutral sensor or a gear selected sensor.
Similarly, the term brake pedal sensor is not limited to a sensor that monitors the position of the brake pedal but rather is any device that provides feedback of whether an operator of the motor vehicle 5 has applied pressure to -11 -the brake pedal 23 to apply the brakes of the motor vehicle 5. For example the brake pedal sensor could monitor the pressure of the fluid in one or more brake lines. When the brake pedal 23 has been pressed sufficiently to apply the brakes it is said to be in a pressed state or in a pressed position.
In this case the clutch pedal position sensing system comprises a clutch master cylinder sensor 26 used to monitor the position of the clutch pedal 25 by sensing the position of a piston (not shown) of a clutch hydraulic master cylinder 27 and an electronic clutch pedal position processor (EC3P) 16C used to process the position signal from the clutch position sensor 26 into a control output for use by the electronic control unit 16 using logic stored in the EC3P 16C. It will however be appreciated that, instead of monitoring the master cylinder piston, a position sensor could directly monitor the clutch pedal position or a number of switches could be used as indicators of clutch pedal position.
The determination of the state of the clutch pedal 25 as pressed or released is performed by the EC3P i6C forming part of the electronic control unit 16 using the clutch position signal received from the position sensor 26. The clutch position signal represents the current position (CP) of the clutch pedal 25.
As shown in Fig.1B a clutch actuation system is formed in this case by the clutch pedal 25, the hydraulic master cylinder 27, a hydraulic slave cylinder 28 and a clutch release lever 29 which engages and releases the clutch 8 via a release bearing 9. It will however be appreciated that other means could be used for converting movement of the clutch pedal 25 into engagement or disengagement of the clutch 8 and that the invention is not limited to the use of a hydraulic clutch actuation system.
-12 -It will also be appreciated that the electronic clutch pedal position processor (EC3P) 160 could be a separate unit and may not be formed as part of the main stop-start electronic control unit 16.
The electronic control unit 16 receives several signals from the engine 10 including a signal indicative of the rotational speed of the engine 10 from a speed sensor (not shown) and sends signals to the engine used to control shutdown and start-up of the engine 10. In this case the engine 10 is a spark ignited engine 10 and the signals sent from the electronic control unit 16 are used to control a fuel supply system (not shown) for the engine 10 and an ignition system (not shown) for the engine 10. If the engine 10 were to be a diesel engine then only the fuel supply to the engine would be controlled. The electronic control unit 16 comprises of various components including a central processing unit, memory devices, timers and signal processing devices to convert the signals from the sensors connected to the electronic control unit 16 into data which is used by the electronic control unit 16 to control the operation and, in particular, the automatic stopping and starting of the engine 10 in accordance with this invention.
During normal engine running the electronic control unit 16, which in this case includes an engine management system and idle speed controller, is operable to control the fuel supplied to the engine 10 and to adjust the ignition system so that sparks are supplied to the engine 10 from spark plugs at the correct timing to produce the desired engine torgue.
The electronic control unit 16 controls the operation of the engine 10 which is operable in two modes, a first or automatic stop-start running mode and a second or continuous running mode. However, it will be appreciated that one or -13 -more separate electronic controllers could be used to control the normal running of the engine 10 and the electronic controller 16 may only control the switching of the engine 10 between the two modes of operation and the automatic stopping and starting of the engine 10.
The electronic control unit 16 is further operable to determine whether it is appropriate to run the engine 10 in the first mode by checking one or more vehicle operating parameters before permitting operation in the first mode.
These operating parameters may include the engine coolant temperature, whether any oatalytio converters associated with the engine are lit-off, whether the engine is rotating within a predetermined speed range, the speed of the motor vehicle, the state of charge of a battery of the motor vehicle 5 and the current electric power consumption of the motor vehicle 5.
For example, if the coolant temperature is less than say 65°C or the catalytic converter is not lit-off or the vehicle speed is greater than approximately 2Okph then entry to the first mode is barred and the electronic control unit 16 is operable to operate the engine 10 in a warm up mode in which the engine 10 is run continuously irrespective of whether the motor vehicle 5 is moving or is stationary.
As soon as it is determined that the engine operating conditions have been met then the stop-start system is placed in the first mode of operation and stopping and starting is based upon a number of conditions.
For a stop and start free rolling in-gear system (FRSIG) these conditions are based upon the signals received by the electronic control unit 16 from various sensors and systems.
-14 -For example to initiate a driver induced free rolling in-gear engine stop the following factors have to be considered: 1/ is the vehicle speed below a maximum permitted speed; 2/ is a gear currently selected, as indicated by the gear selector sensor 12; 3/ is the accelerator pedal 18 not being pressed as indicated by the accelerator pedal position sensor 19; 4/ is the brake pedal 23 being pressed as indicated by the brake pedal sensor 24; 5/ is the state of the clutch disengaged; and 6/ are there no engine stop inhibitors present such as, a power demand from an air conditioning unit, a low state of charge of the battery and/ or a system fault.
If all of these reguirements are met then the engine 10 is stopped in gear otherwise it remains running.
To conduct a free rolling in-gear start based upon driver actions the following factors have to be considered: 1/ is a gear currently selected, as indicated by the gear selector sensor 12; 2/ has the brake pedal 23 been released as indicated by the brake pedal sensor 24; -15 - 3/ is the state of the clutch disengaged; and 4/ no engine start inhibitors are present such as a system fault.
If all of these reguirements are met then the engine 10 is started otherwise it remains stopped.
To conduct a free rolling in-gear start based upon a system request the following faotors have to be oonsidered: 1/ is a gear currently selected, as indicated by the gear selector sensor 12; 2/ is there a requirement to start the engine such as, for example a low battery state of charge or a high electrical demand; 3/ is the state of the clutch disengaged; 4/ is the vehicle speed above a maximum permitted vehicle speed; and 5/ no engine start inhibitors are present such as a system fault.
It will be appreciated that the start conditions will depend upon the configuration of the vehicle and the restart triggers enabled. However, in both cases it is desirable if the engagement state of the clutch S is known and, in the case of a system induced start, this is essential.
-16 -As mentioned previously, if a fixed threshold is provided against which a current clutch pedal position (CP) is tested then the opportunities for a restart may be limited by the actions of the driver. For example if the driver only has the clutch pedal pressed to a 85% pressed position but the fixed threshold (CT) is set at 90% pressed then the engine 10 will not be restarted even if all of the other conditions are suitable for a restart. In the case of a system induced restart this is potentially a problem, for example, if the system wishes to restart the engine 10 because the state of charge of the battery 15 has fallen below a predefined lower limit then a failure to restart may compromise the ability of the electrical system to perform its required tasks.
Therefore to overcome this problem the electronic controller 16 is programmed to generate a value of inferred clutch pedal position (CTr=) where the clutch 8 can be assumed to be disengaged using the techniques described in UK Patent Application 1217945.3 when the motor vehicle 5 is stationary and then use this value in a test for the free rolling restart case by comparing the current clutch pedal position (CP) with this inferred clutch pedal position (CEir) If the current clutch pedal position (CP) is more pressed than the inferred clutch pedal position (CT11) then it can safely be assumed that the clutch 8 is disengaged and so if all other conditions are met the engine 10 is restarted but otherwise it is inhibited from starting.
That is to say, If CP > CTTf then the engine 10 can be started otherwise it is inhibited from starting.
-17 -For example, if CT= = 85% pressed and OP = 90% pressed then the engine 10 can be restarted and if OP = 84% it is not allowed to be started.
In a further improvement to this approach, the electronic controller 16 is programmed to produce an adaptive value for inferred clutch pedal position (OT=) where the clutch 8 can be assumed to be disengaged using the technigues described in UK Patent Ipplication 1217946.1 when the motor vehicle 5 is stationary and then use this value in a test for the free rolling restart case by comparing the current clutch pedal position (CP) with this adaptive value of inferred clutch pedal position (CTrjfl -In yet a further approach, the inferred clutch pedal position or the adaptive inferred clutch pedal position can be combined with a fixed limit. This enables a free rolling in-gear start to occur in a situation where there has not been the opportunity to produce a value of inferred or adaptive inferred clutch pedal position such as an engine stop while free rolling shortly after the engine has been key-started and before a stop of sufficient length has occurred.
In such a case the fixed value is very conservative so that it is known that the clutch 8 will definitely be disengaged if the clutch pedal is pressed to or beyond that position such as, for example, 90% pressed.
The value of inferred clutch position CT1f is set upon a key-on event to be egual to the fixed value of 90% and so the test would be is OP >90%.
Then when the first opportunity to produce a value of inferred clutch position Cur: has occurred this is used instead of the value of 90%.
-18 -The test would be is OP > Nin(90% or OiInf) So if CTTf = 85% then if OP > 85% engine restarting Referring now to Fig.2 there is shown a first embodiment of a method for automatically starting the engine while the motor vehicle 5 is moving. The method could be embedded as software in the electronic controller 16 or the FC3P 160.
The method 100 starts in box 110 where the engine 10 is stopped and the motor vehiole 5 is moving. The engine 10 will have been stopped previously by the electronic controller 16 while the motor vehicle 5 is moving to save fuel and to reduce emissions. Generally all free rolling engine stops will be driver initiated ones and will typically occur when the driver has fully released the accelerator pedal 18, is pressing on the brake pedal 23, the speed of the motor vehicle is within a predefined speed range such as 5 to 2OKph and there are no system factors that prevent the stopping of the engine 10 such as, a low state of charge of the battery 15, a high electrical demand, an unacceptable state of another engine related device such as a low temperature of an aftertreatment device or a system fault.
The method then advances from box 110 to box 120 while the motor vehicle 5 is still moving and it is checked whether a start (restart) reguest has been received. The restart reguest could be a driver initiated reguest in which case it may comprise of the pressing of the accelerator pedal 18 and the releasing of the brake pedal 23 or could be a system generated restart request. A system generated engine restart request could be produced if the state of charge of the battery 15 falls below a predefined limit, the electrical demand is above a predefined limit due perhaps to -19 -the use of an air conditioning unit to maintain cabin comfort or other electrical device imposing a high electrical load or if the state of another engine related device such as, for example, an aftertreatment device indicates that operation of the engine 10 is reguired. The use of the invention is particularly advantageous in the case of a system generated engine restart request because the driver will not be expecting the engine 10 to start.
If no engine restart reguest has been received then the method returns to box 110 otherwise it advances to box 130 where the current clutch pedal positicn (CP) as measured by the clutch pedal position sensor 26 is compared with a value of inferred clutch pedal position (CTrjfl that acts as a threshold between clutch disengaged and engaged states. The inferred clutch pedal position OI1ji is produced when the motor vehicle 5 is stationary using the techniques described in UK Patent Applications 1217945.3 and 1217946.1 the disclosures of which are incorporated fully herein by their reference hereto. In each case a value of clutch pedal position is produced that is inferred to be safe to use for control of the engine 10 and that if exceeded will likely produce a disengaged clutch state. It will be appreciated that in each case at least one vehicle stop needs to be performed before a value of CTTf can be produced.
The method then advances from box 130 to box 140 where the result of the comparison test performed in box 130 that is shown in box 140 determines the route the method takes.
The comparison test performed in box 130 is: Is OP > CTTf? If the result is Yes' then the clutch 8 can be assumed to be disengaged because the current value of clutch pedal position OP is higher than that for the inferred clutch pedal position OTiri indicating that the clutch pedal -20 -position OP is more pressed than the threshold defined by CT1f. A Yes' result in box 140 will result in the engine being started in box 150 and the method then ends in box 190. A No' result in box 140 will result in the method returning to box 110 with the engine 10 not running because it is considered not to be safe to start the engine 10.
Therefore the opportunities for restarting the engine are increased compared to a situation where a fixed conservative threshold value is tested against because the value of CT-f is based on a recent evaluation of the actual functioning of the clutch release system automatically taking into account all system tolerances and wear and will be more representative of a clutch pedal position that is safe to use than a fixed threshold.
Although the position of the clutch pedal 25 is referenced herein as a P pressed position with 100% representing a fully pressed clutch pedal position and 0% representing a fully released clutch pedal position, it will be appreciated that the invention is not limited to the use of such a P pressed reference system. For example, the scale could be reversed such that 100% represents a fully released clutch pedal position and 0% represents a fully pressed clutch pedal position in which case any test used such as that in box 140 would need to be reversed that is to say, if OP is less than CT-f this would imply a clutch disengaged state. In addition, instead of a comparison of percentage clutch pressed values, actual system signal values could be compared.
Referring now to Fig.3 there is shown a second embodiment of a method for automatically starting the engine while the motor vehicle 5 is moving. The method could be embedded as software in the electronic controller 16 or the EO3P 160 -21 -The method 200 starts in box 210 where the engine 10 is stopped and the motor vehiole 5 is moving. The engine 10 will have been stopped previously by the electronic controller 16 while the motor vehicle 5 is moving with the transmission 11 in-gear to save fuel and to reduce emissions and such a stop is termed a Free Rolling' stop. Such a stop will only occur if the speed of the motor vehicle 5 is within a predefined speed range such as 5 to 2OKph and there are no system factors that prevent the stopping of the engine 10 or a system fault.
The method then advances from box 210 tc box 220 while the mctcr vehicle 5 is still moving and it is checked whether a start (restart) request has been received. The restart request could be a driver initiated request in which case it may comprise of the pressing of the accelerator pedal 18 and the releasing of the brake pedal 23 or could be a system generated restart request. A system generated engine restart request cculd be produced if the state cf charge ci the battery 15 falls below a predefined limit, the electrical demand is above a predefined limit or if the state of another engine related device indicates that operation of the engine 10 is reguired. The use of the invention is particularly advantageous in the case of a system generated engine restart request because the driver will not be expecting the engine 10 to start.
If nc engine restart request has been received then the method returns tc box 210 otherwise it advances to bcx 230 where the current clutch pedal position (CP) as measured by the clutch pedal position sensor 26 is compared, as discussed previously with respect to Fig.2, with a value of inferred clutch pedal position (CTTrf) and also with a conservative fixed clutch pedal position threshold (CT) chosen to ensure that the clutch 8 will be disengaged taking into account all possible system tolerances and potential wear. As before, the inferred clutch pedal position CT1r: is -22 -produced when the motor vehiole 5 is stationary using the techniques described in UK Patent Applications 1217945.3 and 1217946.1. As before, at least one vehicle stop needs to be performed in the current key-on cycle before a value of CTTf can be produced.
The method then advanoes from box 230 to box 240 where the result of the comparison test performed in box 230 that is shown in box 240 determines the route the method takes.
The comparison test performed in box 230 is: Is OP > Odin (CT or CT-fl ? If the result is Yes' then the clutch 8 can be assumed to be disengaged because the current value of clutch pedal position OP is higher than the minimum of the inferred clutch pedal position CTf or the fixed threshold CT indicating that the clutch pedal position CF is more pressed than the threshold defined by the composite value Odin (CT or CT1jfl Upon key-on the value of 0Tr1 is set in this case to be equal to the fixed threshold CT so that the test can be used even if a vehicle stop suitable for establishing a value of CT1f has not occurred.
For example if CT = 90% then CT11 =90% and so initially the comparison test is: Is CF > Odin (90 or 90)? Then, when a value of CTIf has been established, it is used to replace 90%.
For example if CT-Hf = 85% and CT = 90% then the test becomes: Is CF > Odin (CT or CT11)? And thus is OP > 85? A Yes' result in box 240 will result in the engine being started in box 250 and the method then ends in box -23 - 290. A No' result in box 240 will result in the method returning to box 210 with the engine 10 not running beoause it is oonsidered not to be safe to start the engine 10.
Therefore the opportunities for restarting the engine are increased compared to a situation where a fixed conservative threshold value is tested against because the value of CT is based on a recent evaluation of the actual functioning of the clutch release system automatically taking into account all system tolerances and wear and will be more representative of a clutch pedal position that is safe to use than a fixed threshold. However the use of a fixed alternative value means that the use of a FRSIG can be made without needing a value of CTir: to have been established. In addition, if the value of OTIrlI is erroneously high then starting is still possible.
Referring now to Fig.4 there is shown a third embodiment of a method for automatically starting the engine 10 while the motor vehicle 5 is moving. The method could be embedded as software in the electronic controller 16 or the E03P 160.
The method 300 starts in box 310 where the engine 10 is stopped and the motor vehicle 5 is moving. The engine 10 will have been stopped previously by the electronic controller 16 while the motor vehicle 5 is moving with the transmission 11 in-gear to save fuel and to reduce emissions and such a stop is termed a Free Rolling' stop. Such a stop will only occur if the speed of the motor vehicle is within a predefined speed range such as 5 to 2OKph and there are no system factors that prevent the stopping of the engine 10 or a system fault.
The method then advances from box 310 to box 320 while the motor vehicle 5 is still moving and it is checked whether a start (restart) request has been received. The -24 -restart request could be a driver initiated request in which case it may comprise of the pressing of the accelerator pedal 18 and the releasing of the brake pedal 23 or could be a system generated restart request. A system generated engine restart request could be produced if the state of charge of the battery 15 falls below a predefined limit, the electrical demand is above a predefined limit or if the state of another engine related device indicates that operation of the engine 10 is required. The use of the invention is particularly advantageous in the case of a system generated engine restart request because the driver will not be expecting the engine 10 to start.
If no engine restart request has been received then the method returns to box 310 otherwise it advances to box 330 where the current clutch pedal position (OF) as measured by the clutch pedal position sensor 26 is compared with a conservative fixed threshold value CT that acts as a threshold between clutch disengaged and engaged states.
The method then advances from box 330 to box 340 where the result of the comparison test performed in box 330 that is shown in box 340 determines the route the method takes.
The comparison test performed in box 330 is: Is CP > CT? If the result is Yes' then the clutch 8 can be assumed to be disengaged because the current value of clutch pedal position CF is higher than that for the fixed safe threshold CT indicating that the clutch pedal position CF is more pressed than the threshold defined by CT. A Yes' result in box 340 will result in the engine being started in box 350 and the method then ends in box 390. A No' result in box 340 will result in the method advancing to box 342 with the engine 10 not running because it has yet to be established whether it is safe to start the engine 10.
-25 -In box 342 the ourrent clutch pedal position (OP) as measured by the olutoh pedal position sensor 26 is oompared with a value of inferred clutch pedal position (OTTf) that aots as a threshold between olutch disengaged and olutoh engaged states. The inferred clutch pedal position CT-1 is produoed when the motor vehicle 5 is stationary using the technigues described in UK Patent Applioations 1217945.3 and 1217946.1.
In each case a value of olutoh pedal position is produced that is inferred to be safe to use for control of the engine 10 and that if exceeded will likely produce a disengaged clutch state. It will be appreciated that in each case at least one vehicle stop needs to be performed in the current key-on cycle before a value of CTrif can be produced.
The method then advances from box 342 to box 344 where the result of the comparison test performed in box 342 that is shown in box 344 determines the route the method takes.
The comparison test performed in box 344 is: Is OP > CTTf? If the result is Yes' then the clutch 8 can be assumed to be disengaged because the current value of clutch pedal position OP is higher than that for the inferred clutch pedal position CT1= indicating that the clutch pedal position OP is more pressed than the threshold defined by OT1f. A Yes' result in box 344 will result in the engine being started in box 350 and the method then ends in box 390. A No' result in box 344 will result in the method returning to box 310 with the engine 10 not running because it is considered not to be safe to start the engine 10.
-26 -Therefore the opportunities for restarting the engine are inoreased compared to a situation where a fixed conservative threshold value is tested against because the value of CT-f is based on a recent evaluation of the actual functioning of the clutch release system automatically taking into account all system tolerances and wear is also used and this will be more representative of a clutch pedal position that is safe to use than a fixed threshold.
This method differs from that shown in Fig.3 in that in th:s case the first test is always against a simple fixed threshold and so the test can be performed quickly and only need to test against the inferred value of the clutch pedal position is less pressed than the fixed threshold.
It will be appreciated by those skilled in the art that although the invention has been described by way of example with reference to one or more embodiments it is not limited to the disclosed embodiments and that alternative embodiments could be constructed without departing from the scope of the invention as defined by the appended claims.
Claims (16)
- -27 -Claims 1. A method for automatioally starting an engine of a motor vehicle in response to an engine start command when a manual transmission drivingly connected to the engine by a clutch is in gear and the motor vehicle is moving, the method comprising using a current measured clutch pedal position and an inferred disengaged clutch pedal position produced when the motor vehicle was previously stationary to decide whether to start the engine.
- 2. A method as olaimed in claim 1 wherein the inferred disengaged olutoh pedal position is an adaptive inferred disengaged clutch pedal position.
- 3. A method as claimed in claim 1 or in claim 2 wherein the method further comprises comparing the current measured clutch pedal position with the inferred disengaged clutch pedal position and starting the engine if the current measured clutch pedal position is more pressed than the inferred disengaged clutch pedal position.
- 4. A method as claimed in claim 1 or in claim 2 wherein the method further comprises setting a fixed clutch pedal threshold at a clutch pedal position where the clutch will be disengaged and comparing the current clutch pedal position with a minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position and starting the engine if the current clutch pedal position is more pressed than the minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position.
- 5. A method as claimed in claim 1 or in claim 2 wherein the method further comprises setting a fixed clutch pedal threshold at a clutch pedal position where the clutch will be disengaged, comparing the current clutch pedal -28 -position with the a fixed clutch pedal position threshold, only comparing the current clutch pedal position with the inferred disengaged clutch pedal position if the current clutch pedal position is less pressed than the fixed clutch pedal threshold and starting the engine if the current clutch pedal position is more pressed than either of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position.
- 6. A method as claimed in any of claims 1 to 5 wherein the engine start command is a system produced engine start command.
- 7. A method as claimed in any of claims 1 to 5 wherein the engine start command is a driver induced engine start command and the method further comprises only starting the engine when an accelerator pedal is being pressed and a brake pedal is not being pressed.
- 8. A motor vehicle having an engine drivingly connected to a manual transmission by a clutch, the engagement state of the clutch being determined based upon a measurement of clutch pedal position by a sensor and an electronic controller programmed, in response to an engine start command, to use a current measured clutch pedal position and an inferred disengaged clutch pedal position stored in a memory of the electronic controller when the motor vehicle was previously stationary to decide whether to start the engine.
- 9. A motor vehicle as claimed in claim 8 wherein the inferred clutch pedal position is an adaptive inferred disengaged clutch pedal position.
- 10. A motor vehicle as claimed in claim 8 or in claim 9 wherein the electronic controller is programmed to compare the current measured clutch pedal position with the inferred -29 -disengaged clutch pedal positicn and is operable tc only start the engine if the current measured clutch pedal position is more pressed than the inferred disengaged clutch pedal position.
- 11. A motor vehicle as claimed in claim 8 cr in claim 9 wherein the electronic controller includes a memory and a fixed clutch pedal position threshold value is stored in the memory corresponding to a clutch pedal position where the clutch will be disengaged and the electronic controller is operable to compare the current clutch pedal position with a minimum value cf the fixed clutch pedal threshcld and the inferred disengaged clutch pedal positicn and cnly start the engine if the current clutch pedal position is more pressed than the minimum value of the fixed clutch pedal threshold and the inferred disengaged clutch pedal position.
- 12. A motor vehicle as claimed in claim 8 or in claim 9 wherein the electronic controller includes a memory and a fixed clutch pedal position threshold value is stored in the memory corresponding to a clutch pedal position where the clutch will be disengaged and the electronic controller is operable to compare the current clutch pedal position with the clutch pedal position fixed threshold value and only compares the current clutch pedal position with the inferred disengaged clutch pedal position if the current clutch pedal position is less pressed than the fixed clutch pedal position threshold and is further operable to start the engine if the current clutch pedal position is more pressed than either of the clutch pedal position fixed threshold value and the inferred disengaged clutch pedal position.
- 13. A motor vehicle as claimed in any of claims 8 to 12 wherein the engine start command is a system produced engine start command.-30 -
- 14. A motor vehicle as claimed in any cf claims B to 12 wherein the engine start command is a driver induced engine start command and the electronic controller is operable to only start the engine when an accelerator pedal of the motor vehicle is being pressed and a brake pedal of the motor vehiole is not being pressed.
- 15. A methcd for automatically starting an engine of a motor vehicle substantially as described herein with reference to the accompanying drawing.
- 16. A motor vehiole substantially as desoribed herein with reference to the acoompanying drawing.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB1217945.3A GB2506673B (en) | 2012-10-08 | 2012-10-08 | A method for inferring clutch engagement state |
GB1217946.1A GB2506674B (en) | 2012-10-08 | 2012-10-08 | A method for producing an adaptive inferred clutch engagement state |
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Publication Number | Publication Date |
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GB201305012D0 GB201305012D0 (en) | 2013-05-01 |
GB2506704A true GB2506704A (en) | 2014-04-09 |
GB2506704B GB2506704B (en) | 2018-11-21 |
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GB1305012.5A Expired - Fee Related GB2506704B (en) | 2012-10-08 | 2013-03-19 | A method for automatically starting an engine of a motor vehicle |
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GB2522693A (en) * | 2014-02-03 | 2015-08-05 | Gm Global Tech Operations Inc | Method of controlling an automatic engine start |
GB2565840A (en) * | 2017-08-25 | 2019-02-27 | Ford Global Tech Llc | A stop-start system for a motor vehicle |
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GB2427443A (en) * | 2005-06-20 | 2006-12-27 | Ford Global Tech Llc | Automatically stopping and starting the i.c. engine of a vehicle having a manual transmission |
EP2223835A2 (en) * | 2009-02-27 | 2010-09-01 | Denso Corporation | System for restarting internal combustion engine when engine restart condition is met |
EP2436573A1 (en) * | 2010-09-30 | 2012-04-04 | Denso Corporation | Control apparatus for idle-stop system mounted on vehicle with manual transmission |
WO2012080794A1 (en) * | 2010-12-14 | 2012-06-21 | Toyota Jidosha Kabushiki Kaisha | Engine automatic control system and engine automatic control method |
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GB2427443A (en) * | 2005-06-20 | 2006-12-27 | Ford Global Tech Llc | Automatically stopping and starting the i.c. engine of a vehicle having a manual transmission |
EP2223835A2 (en) * | 2009-02-27 | 2010-09-01 | Denso Corporation | System for restarting internal combustion engine when engine restart condition is met |
EP2436573A1 (en) * | 2010-09-30 | 2012-04-04 | Denso Corporation | Control apparatus for idle-stop system mounted on vehicle with manual transmission |
WO2012080794A1 (en) * | 2010-12-14 | 2012-06-21 | Toyota Jidosha Kabushiki Kaisha | Engine automatic control system and engine automatic control method |
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GB2522693A (en) * | 2014-02-03 | 2015-08-05 | Gm Global Tech Operations Inc | Method of controlling an automatic engine start |
GB2565840A (en) * | 2017-08-25 | 2019-02-27 | Ford Global Tech Llc | A stop-start system for a motor vehicle |
GB2565840B (en) * | 2017-08-25 | 2019-11-27 | Ford Global Tech Llc | A stop-start system for a motor vehicle |
US10744996B2 (en) | 2017-08-25 | 2020-08-18 | Ford Global Technologies, Llc | Stop-start system for a motor vehicle |
Also Published As
Publication number | Publication date |
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GB201305012D0 (en) | 2013-05-01 |
GB2506704B (en) | 2018-11-21 |
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