JP2012122447A - Start control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately determine whether a driver has an intention to start a vehicle.SOLUTION: A start control device (ECU200) includes: a position detection section 201 for detecting the stroke of a clutch pedal 10 via a clutch stroke sensor 129; an intention determination section 205 for determining, based on the detection result by the position detection section 201, whether the driver has an intention to start the vehicle; and a start prohibition section 206 for prohibiting the start of the vehicle when the intention determination section 205 has determined that the driver has no intention to start the vehicle.

Description

  The present invention relates to a start control device that determines whether a start is permitted in a vehicle equipped with a manual transmission and controls the start of the vehicle.

  Conventionally, when a preset idling stop condition is satisfied in order to improve fuel efficiency, the idling of the engine is stopped, and after the idling of the engine is stopped, a preset restart condition is satisfied. In addition, vehicles that restart the engine are known.

  In a vehicle equipped with a manual transmission, when the idling is stopped and restarted, the restart condition is, for example, that the clutch pedal is depressed by a driver and the transmission shift position is other than neutral. It is to be. When the restart condition is satisfied, the starter motor is started to restart the engine. The starter motor is continuously driven until the engine speed reaches a preset start speed in order to reliably restart the engine.

  On the other hand, after the restart condition is satisfied, for example, when the driver accidentally depresses the clutch clutch pedal, the vehicle may start unintentionally by the driver. In order to solve this problem, for example, when the return speed of the clutch pedal becomes equal to or higher than a reference value, a vehicle control device that interrupts engine restart is proposed, assuming that the vehicle does not intend to start the driver. (See Patent Document 1).

JP 2004-92453 A

  However, although the vehicle control device described in Patent Document 1 can detect an erroneous operation such as the release of a clutch pedal, it is difficult to accurately determine whether or not the driver intends to start. That is, for example, when the driver is a beginner or an elderly person, the clutch pedal operation is generally slow, so even if the driver does not intend to start, the return speed of the clutch pedal May be less than the reference value. In such a case, it is impossible to accurately determine whether the driver intends to start.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a start control device that can accurately determine whether or not a driver intends to start.

  In order to solve the above problems, a start control apparatus according to the present invention is configured as follows.

  That is, a start control device according to the present invention is a start control device that determines whether or not start is permitted in a vehicle equipped with a manual transmission and controls the start of the vehicle, and a position detection unit that detects the stroke of the clutch pedal. And an intention determination unit that determines whether or not the driver intends to start based on a detection result by the position detection unit, and the vehicle is started when the intention determination unit determines that the driver does not intend to start. And a start prohibiting means for prohibiting.

  According to the start control device having such a configuration, the presence or absence of the driver's intention to start is determined based on the detection result of the clutch pedal stroke. For example, based on the moving speed of the clutch pedal stroke in the half-clutch region. Since it is possible to determine whether or not the driver intends to start, it is possible to accurately determine whether or not the driver intends to start. Further, since it is prohibited to start the vehicle when it is determined that the driver does not intend to start, it is possible to accurately prohibit the vehicle from starting.

  The start control device according to the present invention further includes first speed calculation means for obtaining a first speed that is a movement speed of a stroke of the clutch pedal in a preset half-clutch region based on a detection result by the position detection means. Further, it is preferable that the intention determination unit determines whether or not the driver intends to start based on the first speed.

  According to the start control device having such a configuration, the first speed, which is the movement speed of the stroke of the clutch pedal in the preset half-clutch region, is obtained based on the detection result of the stroke of the clutch pedal. Since the presence or absence of the driver's intention to start is determined based on the one speed, the presence or absence of the driver's intention to start can be accurately determined.

  That is, in a vehicle equipped with a manual transmission, in order to start the vehicle smoothly, the first speed, which is the movement speed of the clutch pedal stroke, is reduced in the half-clutch region (in other words, the clutch is gently released). Need to be engaged). Therefore, it is possible to accurately determine whether or not the driver intends to start based on the first speed.

  In the start control device according to the present invention, it is preferable that the intention determination unit determines that the driver has no intention to start when the first speed is equal to or higher than a preset speed threshold.

  According to the start control device having such a configuration, when the first speed, which is the moving speed of the clutch pedal stroke in the half-clutch region, is equal to or higher than a preset speed threshold, it is determined that the driver does not intend to start. Therefore, by setting the speed threshold value to an appropriate value, it is possible to accurately determine whether or not the driver intends to start with a simple configuration.

  Further, the start control device according to the present invention includes a lower limit detecting means for detecting that the clutch pedal is at a lower limit position of the stroke, and a lower end of the half clutch region from the lower limit position based on a detection result by the position detecting means. A second speed calculating means for obtaining a second speed that is a moving speed of the stroke of the clutch pedal up to the position, and the intention determining means is configured to determine whether the driver's drive is based on the first speed and the second speed. It is preferable to determine whether or not there is an intention to start.

  According to the start control device having such a configuration, the first speed, which is the moving speed of the stroke of the clutch pedal in the half clutch region, and the stroke of the clutch pedal from the lower limit position of the stroke of the clutch pedal to the lower end position of the half clutch region. Since the presence / absence of the driver's intention to start is determined based on the second speed that is the moving speed of the driver, the presence / absence of the driver's intention to start can be determined more accurately.

  That is, in a vehicle equipped with a manual transmission, in order to start the vehicle smoothly, it is necessary to reduce the first speed that is the moving speed of the clutch pedal stroke in the half-clutch region. In addition, in a vehicle equipped with a manual transmission, in order to start the vehicle quickly, a second speed that is a moving speed of the clutch pedal stroke from the lower limit position of the clutch pedal stroke to the lower end position of the half-clutch region is used. Need to be increased. Therefore, based on the first speed and the second speed, it is possible to more accurately determine whether or not the driver intends to start.

  In the start control device according to the present invention, the intention determination means may determine whether the driver intends to start when the difference obtained by subtracting the first speed from the second speed is equal to or less than a preset speed difference threshold. It is preferable to determine that there is not.

  According to the start control device having such a configuration, when the difference obtained by subtracting the first speed from the second speed is equal to or less than a preset speed difference threshold, it is determined that the driver does not intend to start. By setting the speed difference threshold to an appropriate value, it is possible to more accurately determine whether or not the driver intends to start.

  In addition, the start control device according to the present invention includes a stop unit that stops idling of the internal combustion engine when the vehicle satisfies a preset idling stop condition, and the idling of the internal combustion engine is stopped by the stop unit. And a restarting means for restarting the internal combustion engine when a preset restart condition is satisfied.

  According to the start control device having such a configuration, when a preset idling stop condition is satisfied, idling of the internal combustion engine is stopped, and after idling of the internal combustion engine is stopped, a preset restart condition is set. When the condition is satisfied, the internal combustion engine is restarted. Therefore, the internal combustion engine is frequently restarted, so that the effect of the present invention is further manifested.

  The start control device according to the present invention can accurately determine whether or not the driver intends to start. In addition, when it is determined that the driver does not intend to start, the vehicle can be accurately prohibited from starting.

It is a block diagram which shows an example of the power train of the vehicle by which the start control apparatus which concerns on this invention is mounted, and its control system. It is a block diagram which shows an example of the engine mounted in the vehicle shown in FIG. It is sectional drawing which shows an example of a structure of the clutch mounted in the vehicle shown in FIG. It is a block diagram which shows an example of the sensor which detects the position of the clutch pedal mounted in the vehicle shown in FIG. It is a functional block diagram which shows an example of the start control apparatus mounted in the vehicle shown in FIG. It is a graph which shows an example of the change of the stroke of a clutch pedal when there is a start intention or when there is no start intention. It is a flowchart which shows an example of operation | movement of the start control apparatus shown in FIG.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a configuration diagram showing an example of a power train of a vehicle on which a start control device according to the present invention is mounted and its control system. The vehicle according to the present embodiment is an FR (front engine / rear drive) type vehicle, and includes an engine 1, a manual transmission (manual transmission) 2, a clutch 3, a differential gear device 5, and an ECU (Electronic Control). Unit) 200 and the like. Here, the engine 1 corresponds to an “internal combustion engine” described in the claims.

  As shown in FIG. 1, a crankshaft 15 that is an output shaft of the engine 1 is connected to the clutch 3. When the clutch 3 is in the engaged state, the driving force (driving torque) of the engine 1 is changed to the crankshaft 15, the clutch 3, the input shaft 21, the manual transmission 2, the drive shaft 4, the differential gear device 5, and It is transmitted to the drive wheel 7 via the axle 6. Next, the engine 1, the manual transmission 2, the clutch 3, and the ECU 200 will be described below.

-Engine 1-
First, the engine 1 according to the present embodiment will be described with reference to FIG. FIG. 2 is a configuration diagram showing an example of the engine 1 mounted on the vehicle shown in FIG. The engine 1 is, for example, a multi-cylinder gasoline engine, and includes a piston 1b that forms a combustion chamber 1a, and a crankshaft 15 (see FIG. 1) that is an output shaft. The piston 1b is connected to the crankshaft 15 via a connecting rod 16. Further, the reciprocating motion of the piston 1 b is converted into the rotational motion of the crankshaft 15 by the connecting rod 16.

  A signal rotor 17 is disposed on the crankshaft 15. A plurality of protrusions 17 a are formed at equal intervals on the outer peripheral surface of the signal rotor 17. An engine speed sensor 124 is disposed near the side of the signal rotor 17. The engine speed sensor 124 is, for example, an electromagnetic pickup, and generates a pulse signal (output pulse) corresponding to the number of protrusions 17a passing through a position facing the engine speed sensor 124 when the crankshaft 15 rotates. To do.

  A spark plug 103 is disposed in the combustion chamber 1 a of the engine 1. The ignition timing of the spark plug 103 is adjusted by the igniter 104. The igniter 104 is controlled by the ECU 200. The cylinder block 1c of the engine 1 is provided with a water temperature sensor 121 that detects the engine water temperature (cooling water temperature).

  An intake passage 11 and an exhaust passage 12 are connected to the combustion chamber 1 a of the engine 1. An intake valve 13 is provided between the intake passage 11 and the combustion chamber 1a. By opening and closing the intake valve 13, the intake passage 11 and the combustion chamber 1a are communicated or blocked. An exhaust valve 14 is provided between the exhaust passage 12 and the combustion chamber 1a. By opening and closing the exhaust valve 14, the exhaust passage 12 and the combustion chamber 1a are communicated or blocked.

In the intake passage 11 of the engine 1, an air cleaner 107, an air flow meter 122, an intake air temperature sensor 123, a throttle valve 105, and the like are disposed. Here, the throttle valve 105 adjusts the intake air amount of the engine 1. Further, an O ₂ sensor 127, a three-way catalyst 108, and the like are disposed in the exhaust passage 12 of the engine 1. Here, the O ₂ sensor 127 detects the oxygen concentration in the exhaust gas.

  A throttle valve 105 disposed in the intake passage 11 of the engine 1 is driven by a throttle motor 106. The opening degree of the throttle valve 105 is detected by a throttle opening degree sensor 125. The opening degree of the throttle valve 105 (throttle opening degree) is detected by a throttle opening degree sensor 125. The throttle motor 106 is driven and controlled by the ECU 200.

  An injector (fuel injection valve) 102 is disposed in the intake passage 11. Fuel (here, gasoline) is supplied to the injector 102 from the fuel tank by the fuel pump, and the fuel is injected into the intake passage 11 by the injector 102. The injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 1a of the engine 1. The air-fuel mixture (fuel + air) introduced into the combustion chamber 1a is ignited by the spark plug 103 and burns and explodes. As the air-fuel mixture burns and explodes in the combustion chamber 1a, the piston 1b reciprocates in the vertical direction in the figure, and the crankshaft 15 is rotationally driven.

-Manual transmission 2-
The manual transmission 2 shown in FIG. 1 is, for example, a known synchronous mesh type manual transmission (for example, 5 forward speeds and 1 reverse speed). Further, as shown in FIG. 1, the manual transmission 2 is connected to the crankshaft 15 of the engine 1 via the clutch 3, and when the clutch 3 is in the engaged state, The driving force (driving torque) is shifted at a predetermined gear ratio and transmitted to the drive shaft 4.

  The manual transmission 2 operates to form a gear position corresponding to the shift position selected and operated by the shift lever 81 of the shift device 8 shown in FIG. The shift position selected by the shift lever 81 is detected by the shift position sensor 128.

-Clutch 3
Next, the configuration of the clutch 3 will be described with reference to FIG. FIG. 3 is a cross-sectional view showing an example of the configuration of the clutch 3 mounted on the vehicle shown in FIG. The clutch 3 according to the present embodiment includes a dry single-plate friction clutch 30 (hereinafter, also simply referred to as “clutch 30”) and a clutch driving device 300.

  The clutch 30 includes a flywheel 31, a clutch disk 32, a pressure plate 33, a diaphragm spring 34, and a clutch cover 35. The flywheel 31 is connected to the crankshaft 15. A clutch cover 35 is attached to the flywheel 31 so as to be integrally rotatable. The clutch disk 32 is disposed to face the flywheel 31 and is fixed to the input shaft 21 of the manual transmission 2 by spline fitting.

  The pressure plate 33 is disposed between the clutch disk 32 and the clutch cover 35. The pressure plate 33 is urged toward the flywheel 31 by the outer peripheral portion of the diaphragm spring 34. Due to the urging force applied to the pressure plate 33, frictional forces are generated between the clutch disk 32 and the pressure plate 33, and between the flywheel 31 and the clutch disk 32, respectively. By these frictional forces, the clutch 30 is connected (engaged), and the flywheel 31, the clutch disc 32, and the pressure plate 33 rotate together.

  In this way, when the clutch 30 is in the engaged state, the crankshaft 15 and the input shaft 21 of the manual transmission 2 rotate together, so that torque is transmitted between the engine 1 and the manual transmission 2. The

  The clutch driving device 300 includes a release bearing 301, a release fork 302, and a hydraulic clutch actuator 303. By displacing the pressure plate 33 of the clutch 30 in the axial direction (left and right in FIG. 3), The clutch disk 32 is sandwiched between the pressure plate 33 and the flywheel 31 or is separated from the clutch disk 32.

  The release bearing 301 is fitted to the input shaft 21 of the manual transmission 2 so as to be displaceable in the axial direction (left and right in FIG. 3), and is in contact with the center portion of the diaphragm spring 34. The release fork 302 is a member that moves the release bearing 301 in a direction toward and away from the flywheel 31 (in the left-right direction in FIG. 3). The clutch actuator 303 includes a cylinder having an oil chamber 303a and a piston rod 303b, and rotates the release fork 302 about a fulcrum 302a by moving the piston rod 303b forward and backward (forward and backward) by hydraulic pressure. .

  The operation of the clutch actuator 303 is controlled by the hydraulic control circuit 304 based on the depression amount of the clutch pedal 10 shown in FIG. Specifically, when the clutch pedal 10 is depressed from the state shown in FIG. 3 (clutch engagement state), the clutch actuator 303 is driven and the piston rod 303b moves forward (moves rightward in FIG. 3), the release is performed. The fork 302 is rotated about the fulcrum 302a (in FIG. 3, it rotates in the clockwise direction), and the release bearing 301 is moved toward the flywheel 31 (to the left in FIG. 3). In this way, when the release bearing 301 moves, the central portion of the diaphragm spring 34 (that is, the portion of the diaphragm spring 34 that contacts the release bearing 301) is directed toward the flywheel 31 (to the left in FIG. 3). And the diaphragm spring 34 is reversed. As a result, the urging force of the pressure plate 33 applied from the diaphragm spring 34 is weakened, and the frictional force between the clutch disk 32 and the pressure plate 33 and between the flywheel 31 and the clutch disk 32 is reduced. As a result, the clutch 30 is disengaged (released).

  Conversely, when the clutch pedal 10 is released from the clutch disengaged state and the piston rod 303b of the clutch actuator 303 moves backward (moves leftward in FIG. 3), the pressure plate 33 is moved by the elastic force of the diaphragm spring 34. Is urged toward the flywheel 31 (to the left in FIG. 3). The urging force from the diaphragm spring 34 applied to the pressure plate 33 increases the frictional force between the clutch disk 32 and the pressure plate 33 and between the flywheel 31 and the clutch disk 32, respectively. The clutch 30 is connected (engaged) by these frictional forces.

-Position detection sensors 129 to 131 of the clutch pedal 10-
Next, the configuration of the sensors 129 to 131 for detecting the position of the clutch pedal 10 will be described with reference to FIG. FIG. 4 is a configuration diagram illustrating an example of sensors 129 to 131 that detect the position of the clutch pedal 10 mounted on the vehicle illustrated in FIG. 1. The clutch pedal 10 includes a support shaft 10a, a pedal plate 10b, and a rotating portion 10c.

  The support shaft 10a supports the rotating portion 10c so as to be rotatable about the support shaft 10a. Further, a spring (not shown) is disposed on the support shaft 10a and urges the rotating portion 10c upward (counterclockwise). The pedal plate 10b is fixed to the tip of the rotating portion 10c and is stepped on by a driver.

  When the pedal plate 10b is stepped on by the driver, the rotating portion 10c rotates downward (clockwise) around the support shaft 10a. Further, the range in which the pedal plate 10b can be rotated is limited to the range indicated by the arrow Vc indicated by a broken line by a stopper (not shown) disposed in the vicinity of the support shaft 10a.

  A clutch stroke sensor 129 that detects the stroke (position) of the clutch pedal 10 is disposed on the support shaft 10a. Here, the clutch stroke sensor 129 is, for example, a rotation angle detection sensor using a magnetoresistive element.

  Further, a clutch upper limit position detection sensor 130 for detecting that the clutch pedal 10 is at the upper limit position is disposed in the vicinity of the upper end position of the rotatable range of the pedal plate 10b indicated by the arrow Vc. Further, a clutch lower limit position detection sensor 131 that detects that the clutch pedal 10 is at the lower limit position is disposed in the vicinity of the lower end position of the rotatable range of the pedal plate 10b indicated by the arrow Vc. Here, the clutch upper limit position detection sensor 130 and the clutch lower limit position detection sensor 131 are a limit switch, a proximity switch, and the like.

  The clutch stroke sensor 129 and the clutch lower limit position detection sensor 131 correspond to a part of the start control device according to the present invention. Specifically, the clutch stroke sensor 129 corresponds to a part of the “position detecting means” described in the claims, and the clutch lower limit position detecting sensor 131 is the “lower limit detecting means” described in the claims. Corresponds to a part of

  In this embodiment, the clutch stroke sensor 129, the clutch upper limit position detection sensor 130, and the clutch lower limit position detection sensor 131 will be described in the vicinity of the clutch pedal 10, but the clutch stroke sensor 129, the clutch upper limit position detection sensor 131 will be described. At least one of the position detection sensor 130 and the clutch lower limit position detection sensor 131 may be disposed in the vicinity of the piston rod 303b shown in FIG. That is, in this embodiment, the case where the sensors 129, 130, 131 directly detect the position of the clutch pedal 10 will be described. However, the pistons that operate in response to the depression of the clutch pedal 10 by the sensors 129, 130, 131 are described. The form which detects the position of the rod 303b (refer FIG. 3) may be sufficient.

-ECU200-
Next, the configuration of the ECU 200 will be described with reference to FIG. FIG. 5 is a functional configuration diagram showing an example of the ECU 200 mounted on the vehicle shown in FIG. The ECU 200 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), a backup RAM, and the like.

  The ROM stores various control programs and the like. The CPU reads various control programs stored in the ROM and executes various processes. The RAM is a memory that temporarily stores calculation results and the like in the CPU, and the backup RAM is a non-volatile memory that stores data and the like to be saved when the engine 1 is stopped.

Further, the ECU 200 detects the amount of depression (accelerator opening) of the water temperature sensor 121, the air flow meter 122, the intake air temperature sensor 123, the engine speed sensor 124, the throttle opening sensor 125, and the accelerator pedal 9 (see FIG. 1). An accelerator opening sensor 126, an O ₂ sensor 127, a shift position sensor 128, a clutch stroke sensor 129, a clutch upper limit position detection sensor 130, a clutch lower limit position detection sensor 131, a vehicle speed sensor 132, and the like are communicably connected.

  Furthermore, an ECU 102 is connected to the ECU 200 such that an injector 102, an igniter 104 of a spark plug 103, a throttle motor 106 of a throttle valve 105, and the like are communicable. The ECU 200 executes various controls of the engine 1 including fuel injection control of the injector 102, ignition timing control of the spark plug 103, drive control of the throttle motor 106, and the like based on the outputs of the various sensors.

-Configuration of start control device-
Next, the configuration of the start control device according to the present invention will be described with reference to FIG. The ECU 200 reads out and executes a control program stored in the ROM, whereby a position detection unit 201, a lower limit detection unit 202, a first speed calculation unit 203, a second speed calculation unit 204, an intention determination unit 205, a start prohibition unit Functions as 206, a stop unit 207, and a restart unit 208. Here, the position detection unit 201, the lower limit detection unit 202, the first speed calculation unit 203, the second speed calculation unit 204, the intention determination unit 205, and the start prohibition unit 206 are part of the start control device according to the present invention. It corresponds to.

  The position detection unit 201 is a functional unit that detects the stroke of the clutch pedal 10. Here, the position detection unit 201 corresponds to a part of the “position detection unit” recited in the claims. Specifically, the position detection unit 201 detects the stroke St of the clutch pedal 10 by acquiring a stroke signal indicating the stroke of the clutch pedal 10 from the clutch stroke sensor 129.

  The lower limit detection unit 202 is a functional unit that detects that the clutch pedal 10 is at the lower limit position of the stroke. Here, the lower limit detection unit 202 corresponds to a part of “lower limit detection means” recited in the claims. Specifically, the lower limit detection unit 202 detects that the clutch pedal 10 is at the lower limit position of the stroke St based on the detection signal from the clutch lower limit position detection sensor 131.

  The first speed calculation unit 203 obtains a first speed V1 that is a moving speed of the stroke St of the clutch pedal 10 in a preset half-clutch region Ah (see FIG. 6) based on the detection result by the position detection unit 201. It is a functional part. Here, the first speed calculation unit 203 corresponds to “first speed calculation means” recited in the claims. Specifically, the first speed V1 is obtained by the following equation (1).

V1 = (S3-S2) / P1 (1)
Here, the stroke S3 is the stroke St of the clutch pedal 10 at the upper end position of the half clutch region Ah, and the stroke S2 is the stroke St of the clutch pedal 10 at the lower end position of the half clutch region Ah. The period P1 is a period from time T2 when the stroke St of the clutch pedal 10 reaches the stroke S2 to time T4 when the stroke St reaches the stroke S3 (see FIG. 6).

  In the present embodiment, a case will be described in which the first speed calculation unit 203 obtains the average value of the movement speeds of the stroke St of the clutch pedal 10 in the half-clutch region Ah as the first speed V1. 203 may be a form in which the moving speed of the stroke St of the clutch pedal 10 in the half-clutch region Ah is obtained as the first speed V1.

  For example, the first speed calculation unit 203 may obtain the minimum value (or the maximum value) of the moving speed of the stroke St of the clutch pedal 10 in the half clutch region Ah as the first speed V1.

  Based on the detection result by the position detector 201, the second speed calculator 204 determines the clutch pedal 10 from the lower limit position (stroke S1) of the stroke St of the clutch pedal 10 to the lower end position (stroke S2) of the half-clutch region Ah. It is a function part which calculates | requires the 2nd speed V2 which is the moving speed of the stroke St of. Here, the second speed calculation unit 204 corresponds to “second speed calculation means” recited in the claims. Specifically, the second speed V2 is obtained by the following equation (2).

V2 = (S2-S1) / P2 (2)
Here, the stroke S2 is the stroke St of the clutch pedal 10 at the lower end position of the half clutch region Ah, and the stroke S1 is the clutch pedal when the lower limit detecting unit 202 detects that the clutch pedal 10 is at the lower limit position. 10 strokes St. The period P2 is a period from time T1 when the stroke St of the clutch pedal 10 reaches the stroke S1 to time T2 when the stroke St reaches the stroke S2 (see FIG. 6).

  In the present embodiment, the second speed calculation unit 204 sets the movement speed of the stroke St of the clutch pedal 10 from the stroke S1 to the stroke S2 (see FIG. 6) as the second speed V2. The case where the average value is obtained will be described. The second speed calculation unit 204 uses the stroke St of the clutch pedal 10 from the stroke S1 to the stroke S2 (see FIG. 6) as the second speed V2. Any form may be used as long as the moving speed is obtained.

  For example, the second speed calculation unit 204 sets the minimum value of the movement speed of the stroke St of the clutch pedal 10 (or the stroke St of the clutch pedal 10 from the stroke S1 to the stroke S2 (see FIG. 6)) as the second speed V2. , The maximum value) may be obtained.

  The intention determination unit 205 is a functional unit that determines whether or not the driver intends to start based on the first speed V1 and the second speed V2. Here, the intention determination unit 205 corresponds to “intention determination means” described in the claims. Specifically, the intention determination unit 205 determines whether or not the driver intends to start based on whether or not the following expression (3) is satisfied.

(V2−V1)> ΔVth (3)
Here, the speed difference threshold value ΔVth is a threshold value set in advance to determine whether or not the driver intends to start. That is, the intention determination unit 205 determines that the driver has no intention to start when the difference obtained by subtracting the first speed V1 from the second speed V2 is equal to or less than a preset speed difference threshold value ΔVth.

  The start prohibition unit 206 is a functional unit that prohibits the start of the vehicle when the intention determination unit 205 determines that the driver does not intend to start. Here, the start prohibition unit 206 corresponds to “start prohibition means” described in the claims. Specifically, when the restart unit 208 is restarting the engine 1 and the intention determination unit 205 determines that the driver does not intend to start, the start prohibition unit 206 1 is prohibited (engine 1 is stopped).

  More specifically, when the intention determination unit 205 determines that the driver does not intend to start, the start prohibition unit 206 prohibits the drive operation of the engine 1 by the starter motor and prohibits the fuel injection operation by the injector 102. And the ignition operation by the spark plug 103 is prohibited, and the restart of the engine 1 is prohibited.

  In this way, when the intention determination unit 205 determines that the driver does not intend to start, the start prohibiting unit 206 prohibits the drive operation of the engine 1 by the starter motor, prohibits the fuel injection operation by the injector 102, and Since the ignition operation by the spark plug 103 is prohibited and the restart of the engine 1 is prohibited, the restart of the engine 1 can be reliably prohibited.

  In this embodiment, when the intention determination unit 205 determines that the driver does not intend to start, the start prohibition unit 206 prohibits the drive operation of the engine 1 by the starter motor, prohibits the fuel injection operation by the injector 102, and The case where the ignition operation by the spark plug 103 is prohibited and the restart of the engine 1 is prohibited will be described. The start prohibiting unit 206 prohibits the drive operation of the engine 1 by the starter motor and the fuel injection operation by the injector 102. At least one of prohibition and prohibition of the ignition operation by the spark plug 103 may be executed.

  The stop unit 207 is a functional unit that stops idling of the engine 1 (stops fuel supply) when a preset “idling stop condition” is satisfied. Here, the stop unit 207 corresponds to a “stop unit” described in the claims. The “idling stop condition” is, for example, when the ignition is “ON”, the vehicle speed sensor 132 detects that the vehicle speed is “0”, and the brake pedal sensor is depressed. It is a condition that it has been detected.

  The restart unit 208 is a functional unit that restarts the engine 1 when the idling of the engine 1 is stopped (fuel supply stop) by the stop unit 207 and a preset “restart condition” is satisfied. is there. However, when restart of the engine 1 is prohibited by the start prohibition unit 206, the engine 1 is not restarted. If restart of the engine 1 is prohibited by the start prohibiting unit 206 after the restart of the engine 1 is started by the restart unit 208, the restart of the engine 1 is interrupted. Here, the restart unit 208 corresponds to “restarting means” described in the claims.

  The “restart condition” is, for example, when the idling of the engine 1 is stopped (fuel supply is stopped) by the stop unit 207 and the clutch pedal 10 is depressed by the driver (the clutch lower limit position detection sensor 131 detects the clutch It is a condition that the pedal 10 is detected at a position below the lower limit position) and that the shift position of the manual transmission 2 is detected by the shift position sensor 128 other than neutral.

  In this manner, when the idling stop condition set in advance is satisfied, the idling of the engine 1 is stopped, and after the idling of the engine 1 is stopped, the engine is restarted when the preset restart condition is satisfied. Since the restart of the engine 1 is frequently performed, the restart of the engine 1 is frequently performed. Therefore, it is further manifested that the presence or absence of the driver's intention to start, which is an effect of the present invention, is accurately determined.

  In the present embodiment, the “idling stop condition” indicates that the ignition speed is “ON”, the vehicle speed sensor 132 detects that the vehicle speed is “0”, and the brake pedal sensor depresses the brake pedal. However, the idling stop condition may be other conditions. For example, the “idling stop condition” may be a condition that the shift position sensor 128 detects that the shift position of the manual transmission 2 is neutral in addition to the above three conditions.

  The “restart condition” is a condition in which the clutch pedal 10 is depressed by the driver and the shift position sensor 128 detects that the shift position of the manual transmission 2 is other than neutral. As described above, the restart condition may be other conditions. For example, the “restart condition” may be a condition that, in addition to the above two conditions, the accelerator opening sensor 126 detects that the accelerator pedal 9 is depressed.

-Change in stroke St of clutch pedal 10-
Next, a change in the stroke St of the clutch pedal 10 will be specifically described with reference to FIG. FIG. 6 is a graph showing an example of a change in the stroke St of the clutch pedal 10 when there is a start intention or when there is no start intention. In FIG. 6, the horizontal axis is time T, and the vertical axis is the stroke St of the clutch pedal 10 detected by the position detection unit 201.

  On the vertical axis, the stroke S <b> 1 is the stroke St of the clutch pedal 10 at the lower limit position detected by the lower limit detector 202. The stroke S2 is the stroke St of the clutch pedal 10 at the lower end position of the preset half-clutch region Ah. Further, the stroke S3 is the stroke St of the clutch pedal 10 at the upper end position of the half clutch region Ah. The stroke S4 is the stroke St of the clutch pedal 10 at the upper limit position detected by the clutch upper limit position detection sensor 130.

  A graph G0 indicated by a broken line is a graph showing a change in the stroke St of the clutch pedal 10 when the clutch pedal 10 is depressed by the driver. As shown in the graph G0, the clutch pedal 10 is depressed by the driver, and the stroke St of the clutch pedal 10 decreases. At the time T0, the stroke S0 below the stroke S1 (for example, the pedal indicated by the arrow Vc in FIG. 4). It has reached the stroke St) of the clutch pedal 10 corresponding to the lower end position of the rotatable range of the plate 10b.

  A graph G1 indicated by a thick solid line is a graph showing an example of a change in the stroke St of the clutch pedal 10 when the driver intends to start. On the other hand, a graph G2 indicated by a thin solid line is a graph showing an example of a change in the stroke St of the clutch pedal 10 when the driver does not intend to start.

  When the driver intends to start, as indicated by the graph G1, the stroke St starts to increase from the time T0 (the driver starts to depress the clutch pedal 10), and reaches the stroke S1 at the time T1. The stroke St continues to increase at a substantially constant speed V2 (corresponding to the second speed V2), and reaches the stroke S2 corresponding to the lower end position of the half-clutch region Ah at time T2. Thereafter, from time T2 to time T4 when the stroke St reaches the stroke S3 corresponding to the lower end position of the half-clutch region Ah (that is, in the half-clutch region Ah), the speed V1 (first speed) smaller than the speed V2. (Corresponding to V1), the stroke St increases. That is, in the half clutch area Ah, the driver reduces the ascending speed of the clutch pedal 10 in order to engage the clutch 3 smoothly. After time T4, the stroke St increases at a speed greater than the speed V1, reaches the stroke S4 at time T5, and reaches the stroke S5 at time T6.

  On the other hand, when the driver does not intend to start, as shown in the graph G2, the stroke from the time point T0 is maintained at a substantially constant speed V3 regardless of whether or not the stroke St of the clutch pedal 10 is in the half-clutch region Ah. St increases and reaches the stroke S5 at time T3.

-Operation of start control device-
Next, the operation of the start control device according to the present invention will be described with reference to FIG. FIG. 7 is a flowchart showing an example of the operation of the start control device (ECU 200) shown in FIG. Here, for the sake of convenience, the restart condition is satisfied when the engine 1 is idling stopped and the stroke St of the clutch pedal 10 is below the lower limit stroke S1 as an initial state for convenience. Will be described.

  First, in step S101, the driver starts to gradually depress the clutch pedal 10, and the lower limit detection unit 202 determines whether or not the clutch pedal 10 has reached the lower limit position of the stroke St. If NO in step S101, the process is in a standby state. If YES in step S101, the process proceeds to step S103.

  In step S103, the second speed calculation unit 204 starts measuring the period P2. In step S105, the second speed calculation unit 204 determines whether or not the stroke St of the clutch pedal 10 has reached the lower end position (stroke S2) of the half-clutch region Ah based on the detection result by the position detection unit 201. A determination is made. If NO in step S105, the process is in a standby state. If YES in step S105, the process proceeds to step S107.

  In step S107, the measurement of the period P2 is ended by the second speed calculation unit 204, and the second speed V2 is obtained based on the above equation (2). In step S109, the first speed calculation unit 203 starts measuring the period P1. Next, in step S111, whether or not the stroke St of the clutch pedal 10 has reached the upper end position (stroke S3) of the half-clutch region Ah based on the detection result by the position detection unit 201 by the first speed calculation unit 203. Is determined. If NO in step S111, the process is in a standby state. If YES in step S111, the process proceeds to step S113.

  In step S113, the first speed calculation unit 203 ends the measurement of the period P1, and the first speed V1 is obtained based on the above equation (1). In step S115, the intention determination unit 205 determines whether the difference obtained by subtracting the first speed V1 from the second speed V2 is greater than a preset speed difference threshold value ΔVth. If YES in step S115, the process proceeds to step S117. If NO in step S115, the process proceeds to step S121.

  In step S117, the intention determination unit 205 determines that there is a driver's intention to start. In step S119, the start prohibition unit 206 permits the start of the vehicle, and the process is returned. In step S121, the intention determination unit 205 determines that the driver has no intention to start. In step S123, the start prohibition unit 206 prohibits the start of the vehicle, and the process is returned.

  In this way, from the first speed V1 that is the moving speed of the stroke St of the clutch pedal 10 in the half-clutch area Ah and the lower limit position (position corresponding to the stroke S1) of the stroke St of the clutch pedal 10, the half-clutch area Ah Since the presence / absence of the driver's intention to start is determined based on the second speed V2 that is the moving speed of the stroke St of the clutch pedal 10 up to the lower end position (the position corresponding to the stroke S2), the driver's intention to start Can be accurately determined.

  That is, in a vehicle equipped with a manual transmission 2 (manual transmission), in order to start the vehicle smoothly, the first speed V1, which is the moving speed of the stroke St of the clutch pedal 10 in the half clutch region Ah, is reduced. There is a need. Further, in a vehicle equipped with the manual transmission 2 (manual transmission), in order to start the vehicle quickly, the half clutch area Ah is changed from the lower limit position of the stroke St of the clutch pedal 10 (position corresponding to the stroke S1). It is necessary to increase the second speed V2, which is the moving speed of the stroke St of the clutch pedal 10 up to the lower end position (position corresponding to the stroke S2). Therefore, it is possible to accurately determine whether or not the driver intends to start based on the first speed V1 and the second speed V2.

  Specifically, as described with reference to FIG. 7, the driver determines whether the difference obtained by subtracting the first speed V1 from the second speed V2 is greater than a preset speed difference threshold ΔVth. What is necessary is just to determine the intention of starting. In this case, by setting the speed difference threshold value ΔVth to an appropriate value, it is possible to more accurately determine whether or not the driver intends to start.

  For example, the speed difference threshold value ΔVth may be set in advance according to the characteristics of the driver, such as whether the driver is a beginner or an elderly person. In this case, since the speed difference threshold value ΔVth is set according to the driver characteristics, it is possible to more accurately determine whether or not the driver intends to start.

  For example, the speed difference threshold value ΔVth may be learned based on the driver operation history. Specifically, when it is determined that the driver intends to start, the average value ΔVA1 of the difference ΔV obtained by subtracting the first speed V1 from the second speed V2, and the case where it is determined that the driver does not intend to start. Alternatively, the average value ΔVA2 of the difference ΔV obtained by subtracting the first speed V1 from the second speed V2 may be learned, and the speed difference threshold value ΔVth may be set based on the average value ΔVA1 and the average value ΔVA2. For example, the speed difference threshold value ΔVth is set by the following equation (4).

ΔVth = (ΔVA1 + ΔVA2) / 2 (4)
In this case, since the speed difference threshold value ΔVth is learned based on the operation history of the driver, the speed difference threshold value ΔVth can be set to a more appropriate value, so that the presence or absence of the driver's intention to start can be determined more accurately. can do.

  In the present embodiment, the intention determination unit 205 starts the driver according to whether or not the difference obtained by subtracting the first speed V1 from the second speed V2 is larger than a preset speed difference threshold value ΔVth. Although the case where the presence / absence of the intention is determined has been described, the intention determination unit 205 may be configured to determine the presence / absence of the driver's intention to start based on the first speed V1 and the second speed V2.

  For example, the intention determination unit 205 determines whether or not the driver intends to start depending on whether the quotient obtained by dividing the second speed V2 by the first speed V1 is greater than a preset speed ratio threshold. Form may be sufficient. In this case, by setting the speed ratio threshold to an appropriate value, it is possible to more accurately determine whether or not the driver intends to start.

-Second Embodiment-
In the above-described embodiment, the case where the intention determination unit 205 determines whether or not the driver intends to start based on the first speed V1 and the second speed V2 has been described. However, the intention determination unit 205 performs the first speed V1. Based on the above, it may be possible to determine whether or not the driver intends to start.

  For example, the intention determining unit 205 may determine that the driver does not intend to start when the first speed V1 is equal to or higher than a predetermined speed threshold. Hereinafter, this embodiment is also referred to as a second embodiment. In this case, by setting the speed threshold to an appropriate value, it is possible to accurately determine whether or not the driver intends to start with a simple configuration.

  That is, in a vehicle equipped with a manual transmission 2 (manual transmission), in order to start the vehicle smoothly, the first speed V1, which is the moving speed of the stroke St of the clutch pedal 10, is reduced in the half-clutch region Ah. (In other words, the clutch 3 needs to be engaged gently). Therefore, it is possible to accurately determine whether or not the driver intends to start based on the first speed V1.

  In the second embodiment, the case where the intention determination unit 205 determines that the driver does not intend to start when the first speed V1 is equal to or higher than a preset speed threshold has been described. Any form may be used as long as the driver's intention to start is determined based on the moving speed of the stroke St of the clutch pedal 10 in the half clutch region Ah.

  For example, the intention determination unit 205 may determine whether or not the driver intends to start based on whether or not the moving speed of the stroke St of the clutch pedal 10 in the half clutch region Ah satisfies a predetermined determination condition. Good. In this case, it is possible to accurately determine whether or not the driver intends to start by setting the determination condition to an appropriate condition.

  Specifically, the determination condition includes, for example, dividing the half-clutch region Ah into a lower region Ah1 (region with weak engagement) and an upper region Ah2 (region with strong engagement), and in the upper region Ah2. The difference obtained by subtracting the moving speed of the stroke St of the clutch pedal 10 in the lower region Ah1 from the moving speed of the stroke St of the clutch pedal 10 may be larger than a preset speed difference threshold value. .

  That is, in a vehicle equipped with the manual transmission 2 (manual transmission), in order to start the vehicle smoothly, the driver moves the stroke St of the clutch pedal 10 in the lower region Ah1 (region of weak engagement). This is because it tends to be smaller than the moving speed of the stroke St of the clutch pedal 10 in the lower region Ah1.

-Other embodiments-
In the above embodiment, the start control device is configured as the position detection unit 201, the lower limit detection unit 202, the first speed calculation unit 203, the second speed calculation unit 204, the intention determination unit 205, and the start prohibition unit 206 in the ECU 200. However, at least one of the position detection unit 201, the lower limit detection unit 202, the first speed calculation unit 203, the second speed calculation unit 204, the intention determination unit 205, and the start prohibition unit 206 is described. Alternatively, it may be configured by hardware such as an electronic circuit.

  In the above embodiment, the position detection unit 201, the lower limit detection unit 202, the first speed calculation unit 203, the second speed calculation unit 204, the intention determination unit 205, and the start prohibition unit 206 are functional units in one ECU 200. The position detection unit 201, the lower limit detection unit 202, the first speed calculation unit 203, the second speed calculation unit 204, the intention determination unit 205, and the start prohibition unit 206 are a plurality of ECUs. It may be configured to be configured as a functional unit.

  In the above embodiment, the case where the clutch 30 is a dry single-plate friction clutch has been described. However, the clutch may be another type of friction clutch. For example, the clutch may be a dry DCT (Dual Clutch Transmission).

  Moreover, although the case where the driving source of the clutch 3 is a hydraulic type has been described in the above embodiment, the driving source of the clutch 3 may be another type of power source (for example, an electric type or the like). Further, a form in which the depression force of the clutch pedal 10 by the driver is mechanically transmitted to the clutch 3 may be employed.

  Further, in the above embodiment, the case where the half clutch region Ah is a half clutch region in an actual vehicle has been described. However, the half clutch region Ah is set in advance as an appropriate region of the stroke St of the clutch pedal 10. That's fine. That is, for example, the half clutch area Ah may be set narrower than the half clutch area in an actual vehicle. In this case, since the first speed V1 can be obtained more appropriately, in the second embodiment, it is possible to more accurately determine whether or not the driver intends to start.

  INDUSTRIAL APPLICABILITY The present invention can be used for a start control device that determines whether or not start is permitted in a vehicle equipped with a manual transmission and controls the start of the vehicle.

DESCRIPTION OF SYMBOLS 1 Engine 102 Injector 103 Spark plug 2 Manual transmission (manual transmission)
3 Clutch 30 Friction clutch 300 Clutch drive device 129 Clutch stroke sensor (part of position detection means)
130 Clutch upper limit position detection sensor 131 Clutch lower limit position detection sensor (part of lower limit detection means)
132 Vehicle speed sensor 200 ECU (start control device)
201 Position detection unit (part of position detection means)
202 Lower limit detection unit (part of lower limit detection means)
203 1st speed calculation part (1st speed calculation means)
204 2nd speed calculation part (2nd speed calculation means)
205 Intention determination unit (intention determination means)
206 Start prohibition part (start prohibition means)
207 Stop part (stop means)
208 Restart section (restart means)

Claims (6)

A start control device that determines whether a start is permitted in a vehicle equipped with a manual transmission and controls the start of the vehicle,
Position detecting means for detecting the stroke of the clutch pedal;
Based on the detection result by the position detection means, intention determination means for determining the presence or absence of the driver's intention to start,
A start control device comprising start prohibition means for prohibiting start of the vehicle when the intention determination means determines that the driver does not intend to start. The start control device according to claim 1,
A first speed calculating means for obtaining a first speed that is a moving speed of a stroke of the clutch pedal in a preset half-clutch region based on a detection result by the position detecting means;
The intention determination means determines whether or not the driver intends to start based on the first speed. In the start control device according to claim 2,
The intention determining means determines that the driver has no intention to start when the first speed is equal to or higher than a preset speed threshold. In the start control device according to claim 2,
Lower limit detecting means for detecting that the clutch pedal is at the lower limit position of the stroke;
A second speed calculating means for obtaining a second speed that is a moving speed of a stroke of the clutch pedal from the lower limit position to a lower end position of the half-clutch region based on a detection result by the position detecting means;
The intention determination means determines whether or not the driver intends to start based on the first speed and the second speed. The start control device according to claim 4,
The intention determination means determines that the driver has no intention to start when a difference obtained by subtracting the first speed from the second speed is equal to or less than a preset speed difference threshold value. apparatus. In the start control device according to any one of claims 1 to 5,
The vehicle is
Stop means for stopping idling of the internal combustion engine when a preset idling stop condition is satisfied;
And a restarting means for restarting the internal combustion engine when a predetermined restarting condition is satisfied after the idling of the internal combustion engine is stopped by the stopping means. apparatus.

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