JP2013113209A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device configured to prevent an internal combustion engine from being restarted unnecessarily.SOLUTION: A control device is applied to a vehicle 1 including: a manual transmission 10; an internal combustion engine 2 connected to an input shaft 11 of the transmission 10 via a clutch 30; driving wheels 5 connected to an output shaft 12 of the transmission 10 so as to transmit power; and an MG 3 provided to drive the driving wheels 5. The vehicle 1 has EV mode in which the driving wheels 5 are driven only with power of the MG 3. A shift lever 33 can be shifted between 1 to 5 gear positions, an R position for reverse and an EV position for EV mode. When engine stall occurs, the internal combustion engine 2 is restarted. At engine stall, when the shift lever 33 is in other than 1 or 2 gear position or the R position, and when a degree of engagement of the clutch 30 is greater than a first determination value α, restart of the internal combustion engine 2 is prohibited.

Description

  The present invention relates to a control device that is applied to a vehicle including a manual transmission that changes the rotation of an internal combustion engine and an electric motor that can drive drive wheels, and that restarts the internal combustion engine when the internal combustion engine is stalled.

  Incorporated in a vehicle equipped with an internal combustion engine as a driving power source, and restarting the internal combustion engine when the transmission is disconnected from the internal combustion engine by the clutch when the internal combustion engine is stalled against the driver's intention An apparatus is known (see Patent Document 1). In addition, there are Patent Documents 2 to 4 as prior art documents related to the present invention.

JP 2003-269214 A Japanese Patent Laid-Open No. 11-257117 JP 2010-185315 A JP 2011-069303 A

  A vehicle in which an internal combustion engine and an electric motor are mounted as a driving power source, a so-called hybrid vehicle is known. Further, in such a vehicle, a manual transmission is mounted, and an engine running mode in which driving wheels are driven by the power of the internal combustion engine shifted by the transmission, and the internal combustion engine is stopped, and only the power of the electric motor is used. A vehicle capable of realizing a motor travel mode for driving drive wheels and the like is known. In the device disclosed in Patent Document 1, the internal combustion engine is restarted when the clutch is disengaged when the internal combustion engine is stalled. Therefore, when applied to such a vehicle, there is a risk that the internal combustion engine will be restarted wastefully. For example, if the driver intends to select the motor travel mode but the engine travel mode is actually selected, it is considered that the driver selects the motor travel mode again after the engine stall. Restarting is wasted.

  Therefore, an object of the present invention is to provide a vehicle control device that can prevent useless restart of an internal combustion engine.

  The vehicle control device of the present invention has a plurality of gear stages having different gear ratios set to different sizes, a manual transmission in which the gear stage is switched by operation of a shift lever, and the transmission An internal combustion engine connected to the input shaft via clutch means, a drive wheel connected to the output shaft of the transmission so as to be able to transmit power, and an electric motor provided to drive the drive wheel, It is possible to realize a motor travel mode in which the driving wheels are driven only by the power of the electric motor, and the operation position at which the shift lever is operated includes a plurality of gear position corresponding to each gear position of the transmission and The control device is applied to a vehicle including an EV position for selecting the motor travel mode, and includes a restarting unit that restarts the internal combustion engine when an engine stall occurs. The moving means is in an operating position other than the gear position corresponding to the gear stage used when starting the vehicle when the engine stall occurs, and the degree of engagement of the clutch means is When it is larger than the predetermined determination value, a restart prohibiting means for prohibiting restart of the internal combustion engine is provided.

  When the shift lever is in an operation position other than the gear position corresponding to the gear stage used when starting the vehicle, it is considered that the driver is not trying to start the vehicle with the internal combustion engine. In general, in a vehicle equipped with a manual transmission, when the vehicle is started by an internal combustion engine, the driver switches the clutch means to the released state. Therefore, it is considered that the driver is not going to start the vehicle with the internal combustion engine when the degree of engagement of the clutch means is large, that is, when the clutch means is engaged. In such a case, the control device of the present invention prohibits restarting of the internal combustion engine, thereby preventing unnecessary restart of the internal combustion engine.

  In one aspect of the control device of the present invention, the restart prohibiting means is configured to operate when the shift lever is operated to one of the plurality of gear positions when the restart of the internal combustion engine is prohibited. Restart of the internal combustion engine may be permitted (Claim 2). When the shift lever is operated to any one of the gear positions, it is considered that the driver is going to drive the vehicle with the internal combustion engine. Therefore, in such a case, the restart of the internal combustion engine is permitted. As a result, the internal combustion engine is restarted, so that the travel mode of the vehicle can be quickly switched to the mode in which the vehicle travels with the power of the internal combustion engine.

  In one form of the control apparatus of the present invention, the restart prohibiting means restarts the internal combustion engine when the vehicle speed is equal to or lower than a predetermined threshold value when an engine stall occurs. You may permit (Claim 3). When the speed of the vehicle at the time of the stall is low, it is considered that the internal combustion engine was stalled in an attempt to start the vehicle with the internal combustion engine. Therefore, in such a case, restart of the internal combustion engine is permitted. Thereby, it is possible to prevent the restart from being prohibited in vain.

  In one form of the control device of the present invention, the restart prohibiting means is in a released state in which the clutch means is disconnected from the input shaft of the transmission and the internal combustion engine, and the accelerator pedal of the vehicle is depressed. In such a case, restart of the internal combustion engine may be permitted. When the clutch means is in the released state and the accelerator pedal is depressed, it can be determined that the vehicle is about to start by the internal combustion engine. Therefore, by permitting the restart of the internal combustion engine in such a case, it is possible to prevent the restart from being prohibited unnecessarily.

  As described above, according to the control device of the present invention, when the driver does not start the vehicle with the internal combustion engine based on the position of the shift lever or the degree of engagement of the clutch means, the internal combustion engine is restarted. Prohibit starting. Therefore, useless restart of the internal combustion engine can be prevented.

The figure which shows typically the vehicle incorporating the control apparatus which concerns on one form of this invention. The figure which shows the several pedal provided in the vehicle. The figure which shows the shift pattern of the shift lever of a transmission. The flowchart which shows the restart control routine which a control apparatus performs. The flowchart which shows the modification of a restart control routine. The flowchart following FIG.

  FIG. 1 schematically shows a vehicle in which a control device according to one embodiment of the present invention is incorporated. The vehicle 1 includes an internal combustion engine (hereinafter sometimes referred to as an engine) 2 as a driving power source and a motor generator (hereinafter also abbreviated as MG) 3 as an electric motor. That is, the vehicle 1 is configured as a hybrid vehicle. The engine 2 is a well-known spark ignition type internal combustion engine having four cylinders. The engine 2 is provided with a starter 2a for starting the engine 2. The MG 3 is a well-known device that is mounted on a hybrid vehicle and functions as an electric motor and a generator. The MG 3 is electrically connected to the battery 4. The vehicle 1 is equipped with a transmission 10 having first to fifth gears, and the engine 2 and the MG 3 are connected to the transmission 10. The transmission 10 is also connected to an output unit 6 for outputting power to the drive wheels 5 of the vehicle 1. The output unit 6 includes an output gear 7 and a differential mechanism 8 connected to the drive wheel 5. The output gear 7 is attached to the output shaft 12 of the transmission 10 so as to rotate integrally. Further, the output gear 7 meshes with a ring gear 8 a provided in the case of the differential mechanism 8. The differential mechanism 8 is a known mechanism that distributes the transmitted power to the left and right drive wheels 5.

  The transmission 10 includes an input shaft 11 and an output shaft 12. Between the input shaft 11 and the output shaft 12, first to fifth transmission gear pairs G1 to G5 and a reverse gear group GR are provided. The first transmission gear pair G1 is composed of a first drive gear 13 and a first driven gear 14 that mesh with each other, and the second transmission gear pair G2 is composed of a second drive gear 15 and a second driven gear 16 that mesh with each other. Yes. The third transmission gear pair G3 is composed of a third drive gear 17 and a third driven gear 18 that mesh with each other, and the fourth transmission gear pair G4 is composed of a fourth drive gear 19 and a fourth driven gear 20 that mesh with each other. Yes. The fifth transmission gear pair G5 includes a fifth drive gear 21 and a fifth driven gear 22 that mesh with each other. The first to fifth transmission gear pairs G1 to G5 are provided so that the drive gear and the driven gear are always meshed. Different gear ratios are set for the respective transmission gear pairs G1 to G5. The gear ratio is set so as to decrease in the order of the first transmission gear pair G1, the second transmission gear pair G2, the third transmission gear pair G3, the fourth transmission gear pair G4, and the fifth transmission gear pair G5. The reverse gear group GR includes a reverse drive gear 23, an intermediate gear 24, and a reverse driven gear 25.

  The first to fifth drive gears 13, 15, 17, 19, and 21 are supported on the input shaft 11 so as to be rotatable relative to the input shaft 11. The reverse drive gear 23 is fixed to the input shaft 11 so as to rotate integrally with the input shaft 11. As shown in this figure, these gears are arranged in the order of the reverse drive gear 23, the first drive gear 13, the second drive gear 15, the third drive gear 17, the fourth drive gear 19, and the fifth drive gear 21 in this order. It is arranged to line up in the direction. The first to fifth driven gears 14, 16, 18, 20, 22 and the reverse driven gear 25 are fixed to the output shaft 12 so as to rotate integrally with the output shaft 12.

  The input shaft 11 is provided with first to fourth sleeves 26 to 29. The first to third sleeves 26 to 28 are supported by the input shaft 11 so as to rotate integrally with the input shaft 11 and be movable in the axial direction. The fourth sleeve 29 is supported on the input shaft 11 so as to be rotatable relative to the input shaft 11 and movable in the axial direction. The first sleeve 26 and the fourth sleeve 29 are provided between the first drive gear 13 and the reverse drive gear 23. The second sleeve 27 is provided between the second drive gear 15 and the third drive gear 17. The third sleeve 28 is provided between the fourth drive gear 19 and the fifth drive gear 21.

  The first sleeve 26 is provided so as to be switchable between a first speed position where the input shaft 11 and the first drive gear 13 rotate together, and a release position where the engagement is released. ing. The second sleeve 27 has a second speed position at which the input shaft 11 and the second drive gear 15 mesh with the second drive gear 15 so that the input shaft 11 and the second drive gear 15 rotate integrally, and the input shaft 11 and the third drive gear 17 rotate integrally. Thus, the third speed gear position that meshes with the third drive gear 17 and the release position that does not mesh with any of the second drive gear 15 and the third drive gear 17 can be switched. The third sleeve 28 has a fourth speed position at which the input shaft 11 and the fourth drive gear 19 mesh with the fourth drive gear 19 so that the input shaft 11 and the fourth drive gear 19 rotate integrally, and the input shaft 11 and the fifth drive gear 21 rotate integrally. Thus, it is provided so as to be switchable between a fifth speed position that meshes with the fifth drive gear 21 and a release position that does not mesh with either the fourth drive gear 19 or the fifth drive gear 21. Although not shown in the figure, the rotation of the input shaft 11 is synchronized when the first to third sleeves 26 to 28 and the first to fifth drive gears 13, 15, 17, 19, and 21 are meshed. A plurality of synchronization mechanisms are provided. For these synchro mechanisms, a synchro mechanism that synchronizes rotation by friction engagement, for example, a known key-type synchromesh mechanism may be used. Therefore, detailed description of the synchro mechanism is omitted.

  The fourth sleeve 29 supports the intermediate gear 24 rotatably. The intermediate gear 24 moves in the axial direction together with the fourth sleeve 29. The fourth sleeve 29 can be switched between a reverse position where the intermediate gear 24 meshes with each of the reverse drive gear 23 and the reverse driven gear 25 and a release position where the mesh between the intermediate gear 24 and each of the gears 23 and 25 is released. Is provided.

  As shown in this figure, the engine 2 is connected to the input shaft 11 via a clutch 30 as clutch means. The clutch 30 includes a first engagement member 30 a that rotates integrally with the output shaft 2 b of the engine 2, and a second engagement member 30 b that rotates integrally with the input shaft 11. The clutch 30 includes an engagement state where the first engagement member 30a and the second engagement member 30b are frictionally engaged and power is transmitted between the engine 2 and the transmission 10, and the first engagement member 30a. And the second engagement member 30b are configured as a well-known friction type clutch that can be switched to a released state in which power transmission is interrupted. The vehicle 1 is provided with a plurality of pedals that a driver operates with his / her feet. As shown in FIG. 2, an accelerator pedal AP, a brake pedal BP, and a clutch pedal CP are provided as a plurality of pedals. The clutch 30 is operated by a clutch pedal CP. The clutch 30 switches to the released state when the clutch pedal CP is depressed, and switches to the engaged state when the depression is released. The degree of engagement between the first engagement member 30a and the second engagement member 30b between the released state and the engaged state (hereinafter sometimes referred to as the degree of engagement) is determined by the depression of the clutch pedal CP. It changes according to the quantity θ. The degree of engagement is maximized when the clutch 30 is engaged and is minimized when the clutch 30 is released. Therefore, the degree of engagement decreases as the stepping amount θ increases. Thus, the depression amount θ of the clutch pedal CP and the degree of engagement of the clutch 30 are related. Note that the accelerator pedal AP and the brake pedal BP are generally known ones provided in a vehicle. Therefore, these descriptions are omitted.

  A drive gear 31 is provided on the rotor shaft 3a of the MG 3 so as to rotate integrally. A driven gear 32 that meshes with the drive gear 31 is provided on the output shaft 12 so as to rotate integrally. These gears 31 and 32 are configured as a constantly meshing gear pair. Thereby, MG3 and the output shaft 12 are connected so that power transmission is possible.

  Each sleeve 26 to 29 of the transmission 10 is connected to a shift lever 33 operated by the driver. FIG. 3 shows a shift pattern 34 of the shift lever 33. The shift pattern 34 includes a select path 35 extending in the left-right direction in the figure and seven shift paths 36 extending from the select path 35 in the vertical direction in the figure. The shift lever 33 is provided so as to be movable along the select path 35 and the shift paths 36. As shown in this figure, the first to fifth speeds, reverse R, and EV travel position EV are set in the seven shift paths 36. For the 1st to 5th speeds, only numbers are shown as in the known shift pattern. As indicated by the broken line, neutral N is set in the select path 35. Of these, the first to fifth gears, the rear wheel R and the EV travel position EV correspond to the operation position of the present invention, and the first to fifth gears and the rear wheel R correspond to the plurality of gear positions of the present invention. . The EV travel position corresponds to the EV position of the present invention.

  In the shift pattern 34, when the shift lever 33 is operated to the first speed, the first sleeve 26 is switched to the first speed position, and the second to fourth sleeves 27 to 29 are switched to the release position. When the shift lever 33 is operated to the second speed, the second sleeve 27 is switched to the second speed position, and the first, third, and fourth sleeves 26, 28, and 29 are switched to the release position. When the shift lever 33 is operated to the third speed, the second sleeve 27 is switched to the third speed position, and the first, third, and fourth sleeves 26, 28, and 29 are switched to the release position. When the shift lever 33 is operated to the fourth speed, the third sleeve 28 is switched to the fourth speed position, and the first, second, and fourth sleeves 26, 27, and 29 are switched to the release positions. When the shift lever 33 is operated to the fifth speed, the third sleeve 28 is switched to the fifth speed position, and the first, second, and fourth sleeves 26, 27, and 29 are switched to the release position. When the shift lever 33 is operated to reverse R, the fourth sleeve 29 is switched to the reverse position, and the first to third sleeves 26 to 28 are switched to the release position. When the shift lever 33 is operated to the EV travel position EV or the neutral N, the first to fourth sleeves 26 to 29 are switched to the release position. In this case, power transmission between the input shaft 11 and the output shaft 12 is interrupted. Hereinafter, this state is referred to as a neutral state. Thus, the shift lever 33 and each sleeve 26-29 are connected so that it may interlock | cooperate. Therefore, the transmission 10 is configured as a so-called manual transmission in which the driver operates the shift lever 33 to change gears.

  In the vehicle 1, a plurality of traveling modes are realized by controlling the operations of the engine 2 and the MG 3. As the plurality of travel modes, for example, an internal combustion engine travel mode that travels with the power of the engine 2 and an EV travel mode that travels with only the power of the MG 3 are set. The internal combustion engine traveling mode is executed when the shift lever 33 is operated from the first speed to the fifth speed or reverse R. The EV travel mode is executed when the shift lever 33 is operated to the EV travel position EV. This EV travel mode corresponds to the motor travel mode of the present invention.

  In the internal combustion engine traveling mode, when the engine 2 is stopped, the engine 2 is started to be in an operating state. In the transmission 10, any one of the first to fifth gears or the reverse R is selected. Therefore, the rotation of the engine 2 is changed by the transmission 10. The drive wheels 5 are driven by the power of the engine 2 that has been shifted. In the EV travel mode, the shift lever 33 is operated to the EV travel position EV, so that the first to fourth sleeves 26 to 29 are switched to the release position as described above. Further, the engine 2 is stopped. And MG3 is functioned as an electric motor and the driving wheel 5 is driven with the motive power of MG3.

  Operations of engine 2 and MG 3 are controlled by control device 50. The control device 50 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The control device 50 holds various control programs for causing the vehicle 1 to travel appropriately. The control device 50 executes control of the control objects such as the engine 2 and the MG 3 by executing these programs. For example, the control device 50 performs so-called idle stop control in which the engine 2 is stopped when a predetermined idle stop condition is satisfied during operation of the engine 2. Note that it is determined that the idle stop condition is satisfied, for example, when the speed of the vehicle 1 is 0 and the state continues for a predetermined time. Various sensors for acquiring information related to the vehicle 1 are connected to the control device 50. For example, a clutch pedal sensor 51 that outputs a signal corresponding to the depression amount θ of the clutch pedal CP, a wheel speed sensor 52 that outputs a signal corresponding to the rotational speed of the drive wheel 5, and a signal corresponding to the rotational speed of the input shaft 11. An input shaft rotation speed sensor 53 for output is connected. Further, as shown in FIG. 3, the control device 50 determines whether or not the neutral sensor 54 and the shift lever 33 that output a signal corresponding to whether or not the shift lever 33 is in the neutral N position are in the EV travel position EV. An EV traveling sensor 55 that outputs a corresponding signal is also connected. In addition to this, various sensors are connected to the control device 50, but they are not shown.

  The control device 50 controls the operation of the starter 2a so that the engine 2 is restarted when the engine 2 is stalled. FIG. 4 shows a restart control routine that the control device 50 executes to realize such restart of the engine 2. This control routine is repeatedly executed at a predetermined cycle regardless of the traveling state of the vehicle 1. In addition, this control routine is executed in parallel with other routines executed by the control device 50. By executing this control routine, the control device 50 and the starter 2a function as restarting means of the present invention.

  In this control routine, the control device 50 first acquires the state of the vehicle 1 in step S11. As the running state, for example, the rotational speed of the drive wheels 5, that is, the speed of the vehicle 1 (vehicle speed), the rotational speed of the input shaft 11, the currently selected gear stage, and the like are acquired. The gear stage may be obtained by providing a sensor in the shift path 36 of each gear stage of the shift pattern 34, for example. Further, the ratio of the rotation speed of the output shaft 12 calculated based on the vehicle speed and the rotation speed of the input shaft 11 is compared with the gear ratio of each gear stage, and the selected gear stage is estimated from the comparison result. Also good. In the next step S12, the control device 50 determines whether or not an engine engine unintended has occurred. The unintended engine stall is a stop of the engine 2 caused by the driver's failure to operate the clutch pedal CP, the shift lever 33, and the like. For this reason, switching the ignition key to OFF or stopping the engine 2 by idle stop control is not an unintended engine stall. Therefore, an unintended engine stall may be determined when the engine 2 stops despite such a predetermined condition not being satisfied. If it is determined that an unintended engine stall has not occurred, the process returns to step S11.

  On the other hand, if it is determined that an unintended engine stall has occurred, the process proceeds to step S13, where the control device 50 uses the gear stage (hereinafter referred to as the gear stage) used when the currently selected gear stage starts the vehicle 1 with the power of the engine 2. , Sometimes referred to as a gear stage used at start-up). For example, 1st speed, 2nd speed, and reverse R are set as the gear stage used at start. If it is determined that the currently selected gear stage is not the starting gear stage, the process proceeds to step S14, and the control device 50 determines whether or not there is a vehicle speed history. The vehicle speed history is set by another routine executed by the control device 50. The vehicle speed history is switched on when the vehicle speed exceeds a predetermined threshold value set in advance, and is switched off when the engine 2 is started. The control device 50 determines that there is a vehicle speed history when the vehicle speed history is on, and determines that there is no vehicle speed history when the vehicle speed history is off.

  When it is determined that there is a vehicle speed history, the process proceeds to step S15, and the control device 50 determines whether or not the clutch 30 is in a released state and the accelerator pedal AP is depressed. When it is determined that the clutch 30 is in the engaged state or the accelerator pedal AP is not depressed, the process proceeds to step S16, and the control device 50 determines whether or not the degree of engagement of the clutch 30 is greater than a preset first determination value α. judge. The first determination value α is set as a reference for determining whether power is transmitted between the engine 2 and the transmission 10. Therefore, a value slightly smaller than the maximum value of the degree of engagement is set as the first determination value α. Since the degree of engagement is related to the depression amount θ as described above, it may be calculated based on the output signal of the clutch pedal sensor 51. If the degree of engagement of the clutch 30 is large at the time of the stall, it is considered that the driver did not intend to start the vehicle 1 with the engine 2.

  If it is determined that the degree of engagement of the clutch 30 is greater than the first determination value α, the process proceeds to step S17, and the control device 50 is selected in the internal combustion engine travel mode from the gear stage when the shift lever 33 is stalled. It is determined whether or not the gear has been changed to the first gear to the fifth gear or the reverse R (hereinafter, these may be referred to as engine gears). This determination may be made based on the output signal of the neutral sensor 54 and the output signal of the EV traveling sensor 55. For example, when the output signal of the neutral sensor 54 is once turned on and then the output signals of both the neutral sensor 54 and the EV travel sensor 55 are turned off, it can be determined that the shift has been changed to the engine gear stage. If it is determined that the engine gear stage has not been changed, this process is repeatedly executed until the engine gear stage is changed. That is, this process is repeatedly executed until the driver selects the internal combustion engine travel mode. On the other hand, if it is determined that the gear change has been made to the engine gear stage, the process proceeds to step S18, and the control device 50 starts the engine 2 with the starter 2a. Thereafter, the current control routine is terminated.

  If step S13 is positively determined, step S14 is negatively determined, step S15 is positively determined, or step S16 is negatively determined, the process proceeds to step S19, and the control device 50 engages the clutch 30. It is determined whether the degree is less than a preset second determination value β. The second determination value β is set as a reference for determining whether or not the clutch 30 has been switched to the released state. Therefore, a value slightly larger than the minimum value of the degree of engagement is set as the second determination value β. Accordingly, the second determination value β is set to a value smaller than the first determination value α. When it is determined that the degree of engagement is greater than or equal to the second determination value β, this process is repeatedly executed until the degree of engagement becomes less than the second determination value β. That is, this process is repeatedly executed until the driver switches the clutch 30 to the released state with the clutch pedal CP. On the other hand, when it determines with an engagement degree being less than 2nd determination value (beta), it progresses to step S20 and the control apparatus 50 starts the engine 2 by the starter 2a. Thereafter, the current control routine is terminated.

  As described above, according to the control device of the present invention, when the engine is stalled, the shift lever 33 is in a gear position other than the gear stage used at the start, and the degree of engagement of the clutch 30 is the first determination. If it is greater than the value α, restart of the engine 2 is prohibited until the shift lever 33 is shift-changed from the gear position at the time of engine stall to the engine gear position. In this state, for example, the driver intends to operate the shift lever 33 to the EV travel position EV, but the shift lever 33 is actually operated to the third speed position and the accelerator pedal AP is depressed as it is. Occurs in some cases. In this case, it is considered that after the engine stall, the driver shifts the shift lever 33 to the EV travel position EV and causes the vehicle 1 to travel in the EV travel mode. Therefore, prohibiting restart of the engine 2 can prevent unnecessary restart of the engine 2. In addition, this can improve fuel efficiency. On the other hand, since the engine 2 is started when the shift lever 33 is shifted to the engine gear stage while the restart of the engine 2 is prohibited, the engine 2 can be quickly switched to the internal combustion engine travel mode. Note that the control device 50 functions as the restart prohibiting means of the present invention by executing steps S14 to S18 of FIG. The first determination value α corresponds to the determination value of the present invention.

  Further, in the control device of the present invention, when there is no vehicle speed history, that is, when the vehicle speed at the time of stall is below a threshold value, or when the clutch 30 is in a released state and the accelerator pedal AP is depressed, the engine 2 is restarted. Is allowed. Therefore, when the driver is about to start the vehicle 1 with the engine 2, it is possible to prevent the restart of the engine 2 from being prohibited unnecessarily.

  5 and 6 show a modified example of the restart control routine executed by the control device 50. FIG. FIG. 6 is a flowchart following FIG. In this modification, the same processes as those in the control routine shown in FIG.

  In this modification, the control device 50 first acquires the state of the vehicle 1 in step S11 of FIG. In the next step S21, the control device 50 determines whether or not the vehicle speed is less than a preset determination vehicle speed VH. As is well known, engine stall is likely to occur when the vehicle speed is excessively low. Therefore, for example, an upper limit value of the vehicle speed range in which engine stall is likely to occur is set as the determination vehicle speed VH. If it is determined that the vehicle speed is less than the determination vehicle speed VH, the process proceeds to step S22, and the control device 50 determines whether or not the shift lever 33 is in the neutral N position. When it is determined that the shift lever 33 is not in the neutral N position, the process proceeds to step S23, where it is determined whether the degree of engagement of the clutch 30 is less than the first determination value α. The first determination value α is the first determination value α in step S15 described above. When it is determined that the degree of engagement is greater than or equal to the first determination value α, the process proceeds to step S24, and the control device 50 switches on a restart wait flag that prohibits restart of the engine 2.

  If step S21 is negatively determined or step S22 is positively determined, the process proceeds to step S25, and the control device 50 switches the restart wait flag off.

  After the restart waiting flag is set in step S24 or step S25 or when affirmative determination is made in step S23, the process proceeds to step S12, and the control device 50 determines whether an engine engine unintended has occurred. If it is determined that an unintended engine stall has not occurred, the process returns to step S11. On the other hand, if it is determined that an unintended engine stall has occurred, the process proceeds to step S13 in FIG. 6, and the control device 50 proceeds to step S15 in the same manner as the control routine in FIG. 4 described above. When a negative determination is made in step S15, the process proceeds to step S26, and the control device 50 determines whether or not a restart wait flag is on. If the restart wait flag is on, the process proceeds to step S17, and the control device 50 proceeds to the same process as in the control routine of FIG. On the other hand, when the restart waiting flag is OFF, the process proceeds to step S19, and the control device 50 proceeds with the same process as in the control routine of FIG.

  As is well known, engine stall can be avoided by increasing the vehicle speed or operating the shift lever 33 to the neutral N position. In this modification, it is determined whether or not the driver has performed an operation for avoiding such an engine stall immediately before the occurrence of the engine stall that is not intended by the driver. Prohibit restart. If the driver does not perform an operation to avoid the engine stall, it is considered that the possibility that the internal combustion engine traveling mode is selected is low. Therefore, prohibiting restart of the engine 2 in this way can prevent useless restart of the engine 2.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the transmission of a vehicle to which the present invention is applied is not limited to a transmission having a maximum speed of 5 speeds. For example, the gear stage other than the fifth speed such as the fourth speed or the sixth speed may be the highest speed transmission. Further, all of the plurality of sleeves may not be provided on the input shaft. For example, some of the plurality of sleeves may be provided on the input shaft, and the remaining sleeves may be provided on the output shaft.

  The present invention may be applied to a hybrid vehicle equipped with an electric motor instead of the motor / generator.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Internal combustion engine 2a Starter (restart means)
3 Motor generator (electric motor)
5 Drive Wheel 10 Transmission 11 Input Shaft 12 Output Shaft 30 Clutch (Clutch Means)
33 Shift lever 50 control device (restart means, restart prohibition means)
α First judgment value

Claims (4)

A manual transmission that has a plurality of gear stages with different gear ratios and that can be switched by operating a shift lever, and is connected via an input shaft of the transmission and a clutch means An internal combustion engine, a drive wheel connected to the output shaft of the transmission so as to be able to transmit power, and an electric motor provided to drive the drive wheel,
It is possible to realize a motor travel mode that drives the drive wheels only with the power of the electric motor,
The operation position at which the shift lever is operated is applied to a vehicle including a plurality of gear positions corresponding to each gear position of the transmission and an EV position for selecting the motor travel mode,
In a control device comprising restart means for restarting the internal combustion engine when an engine stall occurs,
The restart means is in an operating position other than the gear position corresponding to the gear stage used when the vehicle starts when the engine stall occurs, and the clutch means is engaged. A vehicle control device comprising a restart prohibiting means for prohibiting restart of the internal combustion engine when the degree is larger than a predetermined determination value.   The restart prohibiting means permits the restart of the internal combustion engine when the shift lever is operated to any one of the plurality of gear positions when the restart of the internal combustion engine is prohibited. Item 2. The control device according to Item 1.   3. The restart prohibiting means permits the restart of the internal combustion engine when the speed of the vehicle is equal to or lower than a predetermined threshold value when an engine stall occurs. 4. Control device.   The restart prohibiting means restarts the internal combustion engine when the clutch means is in a released state in which the input shaft of the transmission is disconnected from the internal combustion engine and the accelerator pedal of the vehicle is depressed. The control apparatus as described in any one of Claims 1-3 to permit.

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