JP2020094543A - Idling stop control device of vehicle - Google Patents

Abstract

To provide an idling stop control device of a vehicle which can alleviate an incongruity of an occupant while making compatible both fuel economy performance and response performance.SOLUTION: An idling stop control device of a vehicle comprises: a clutch pedal 8; a control device 10 for automatically stopping an engine 1 by the establishment of a prescribed stop condition during an idling operation, and restarting the engine 1 by the establishment of a prescribed restart condition after the stop of the engine 1; and a clutch sensor 34 which can detect a state of the clutch pedal 8. The control device 10 has a first restart condition including the detection of a state that at least the clutch pedal 8 is pedaled back to a preset first set position L1 from a pedal-in position Pf by an occupant by a clutch sensor 34, or a state that the clutch pedal is pedaled back to a second set position L2 which is set on the basis of the pedal-in position Pf even if a pedal-back position Pb by the occupant is equal to the first set position Li or farther, and restarts the engine 1 by the establishment of the first restart condition after the stop of the engine 1.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle idling stop control device, and more particularly, to a vehicle idling stop control device including clutch means capable of interrupting and connecting a power transmission path between an engine and a manual transmission by an operation of an occupant.

Conventionally, in order to reduce fuel consumption of the engine, the engine is automatically stopped when a predetermined stop condition is satisfied during idle operation, and the engine is restarted when a predetermined restart condition is satisfied after the engine is stopped. Stop control is known.
This idling stop control is introduced not only in automatic transmission vehicles (AT vehicles) but also in manual transmission vehicles (MT vehicles).

Normally, in the idling stop control of an MT vehicle, an operation of depressing a clutch pedal by an occupant is used as a trigger for an engine restart condition.
The engine automatic stop/start device of Patent Literature 1 receives a signal from a clutch sensor (switch) that detects a depression operation of a clutch pedal, a vehicle operation sensor other than a clutch sensor such as an engine speed sensor, and the vehicle operation sensor. When the signal from the clutch sensor is generated, the engine is started only when the output of the priority circuit is generated. This prevents the engine from being restarted unintentionally by the occupant.

Jikken 4-13395

In order to further reduce fuel consumption, it is conceivable that an occupant's depressing operation of the clutch pedal is used as a trigger for the engine restart condition.
As shown in the time chart of FIG. 8, a first setting position L1 indicated by a dotted line, for example, a position corresponding to 80% of the maximum stroke in the depression direction of the clutch pedal is preset, and after the engine is stopped, the brake pedal depression operation ( After the time t0), the clutch pedal is depressed (time t1), and the shift position is set to another gear for starting from the neutral position (time t2). The engine is restarted at time t5 when the first set position L1 is reached. As a result, the engine restart timing can be delayed compared to the conventional case.

However, as described above, when the operation of returning the clutch pedal by the occupant is used as the trigger for the engine restart condition, the occupant may feel uncomfortable.
As shown by the solid line in FIG. 8, when the depression operation of the clutch pedal is shallow, the separation distance from the final maximum depression position to the first set position L1 is short, and the engine restarts after the occupant starts to depress. Until the time interval (t4-t5) is short.
On the other hand, as shown by the broken line in FIG. 8, when the clutch pedal is deeply depressed, the distance from the final maximum depression position to the first set position L1 is long, and the occupant starts to depress. The time interval (t3-t5) from the engine restart to the engine restart is long.
In other words, the elapsed time from the start of pedaling until the engine is restarted varies due to the depth of depression of the clutch pedal, despite the fact that the clutch pedal is depressed to reflect the passenger's intention to start. In particular, in the case of a deep depression operation, there is a concern that the engine may be delayed in starting, and the responsiveness may be deteriorated.

An object of the present invention is to provide a display device for a vehicle and the like that can relieve an occupant's discomfort while achieving both fuel efficiency and response.

According to another aspect of the present invention, there is provided a vehicle idling stop control device, wherein clutch means capable of interrupting and connecting a power transmission path between an engine and a manual transmission by an occupant, and a predetermined stopping condition during idling operation of the engine are provided. In an idling stop control device for a vehicle, which includes a control unit that automatically stops the engine when the engine is satisfied and restarts the engine when a predetermined restart condition is satisfied after the engine is stopped, A clutch state detecting means capable of detecting a stepped state and a stepped-back state of the clutch means is provided, and the control means is at least a first setting position in which the clutch state is preset by the clutch state detecting means from a stepped position by an occupant. To the second set position set based on the stepped position from the stepped position even when the occupant's stepped-back position is equal to or more than the first set position. A first restart condition including detection is included, and after the engine is stopped, the engine is restarted when the first restart condition is satisfied.

Since the idling stop control device for this vehicle is provided with the clutch state detecting means capable of detecting the stepping-on and stepping-back states of the clutch means by the occupant, the starting intention of the occupant is detected through the stepping-on and stepping-back states of the clutch means. be able to.
The control means is at least in a state in which the clutch state is stepped back by the clutch state detecting means from a stepped-on position by an occupant to a first set position set in advance, or when the stepped-back position by the occupant is the first set position or more. Even if there is, the clutch means has a first restart condition including detection of a state where the clutch means is stepped back from the stepped position to a second set position set based on the stepped position, and after the engine is stopped, the first restart condition is set. (1) Since the engine is restarted when the restart condition is satisfied, the engine can be restarted based on the depression operation of the clutch means, and the fuel economy performance is improved compared to when the engine is restarted based on the depression operation. be able to. If the occupant's stepping operation is a shallow stepping operation close to the first setting position, the engine can be restarted at the first setting position, and if the occupant's stepping operation is a deep pressing operation far from the first setting position, the second Since the engine can be restarted depending on the set position, the elapsed time from the start of the occupant's stepping back to the engine restart can be made uniform regardless of the stepping depth, and the occupant's discomfort can be alleviated.

According to a second aspect of the invention, in the first aspect of the invention, the second set position is set based on the stepped position when the clutch means is stepped up to the first set position or more. ..
With this configuration, it is possible to set an appropriate second setting position that reflects the occupant's intention to start.

According to a third aspect of the present invention, in the first or second aspect of the present invention, a brake state detecting means capable of detecting an operating state of the brake means by an occupant, and a shift position detecting means detecting an operating state of the manual transmission are provided. And the first restart condition includes detection of a stepped state of the brake means by the brake state detection means and detection of a state in which the shift stage of the manual transmission is set by the shift position detection means. Is characterized by.
With this configuration, it is possible to accurately determine the intention of the occupant to start.

According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, the state in which the clutch state is stepped back from the stepped position to the first set position by the clutch state detection means, and the stepping back is performed. It is characterized in that the first restart condition is satisfied based on whichever is earlier of the state in which the vehicle is stepped back to the second set position, whichever is earlier than the first set position.
With this configuration, the engine can be restarted early after the determination of the occupant's intention to start.

According to a fifth aspect of the present invention, in the invention according to any one of the first to fourth aspects, a brake state detecting means capable of detecting an operating state of a brake means by an occupant, and a shift position for detecting an operating state of the manual transmission. The control means detects a state in which the stepped position of the clutch means is equal to or more than the first set position by the clutch state detection means, and detects the stepped state of the brake means by the brake state detection means. A second restart condition including detection and detection of a state in which the gear position of the manual transmission is set by the shift position detection means, and after the engine is stopped, the second restart condition is satisfied. The engine is restarted with priority over the first restart condition.
According to this configuration, it is possible to secure the response performance when the engine is restarted for the occupant who performs the pedaling operation of the brake means earlier than the pedaling operation of the clutch means after the engine is stopped.

According to the vehicle idling stop control device of the present invention, by setting the engine restart condition according to the depressing operation of the clutch means, the fuel economy performance and the response performance are both balanced and the occupant's discomfort is alleviated. You can

FIG. 1 is a schematic configuration diagram of a vehicle including an idling stop control device according to a first embodiment. It is explanatory drawing of the operating procedure by an occupant from engine stop to restart. 6 is a time chart showing an example of each operation related to engine restart. 7 is a time chart showing another example of each operation related to engine restart. 7 is a time chart showing still another example of each operation related to engine restart. It is a flow chart of idling stop control processing. It is a flowchart of a second set position calculation process. 6 is a time chart of each operation related to engine restart for explaining the problem.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The description of the preferred embodiments below is merely exemplary in nature and is not intended to limit the present invention, its application, or its application.

Hereinafter, Embodiment 1 of the present invention will be described with reference to FIGS.
As shown in FIG. 1, a vehicle with a multistage manual transmission including an idling stop control device according to the first embodiment includes an engine 1 as a drive source and a motor generator 5 (which can directly drive the engine 1). An electric motor), a stepped manual transmission 3 connected to the engine 1 via a clutch device 2, a control device 10, and the like.

First, the overall configuration will be described.
The engine 1 is, for example, a multi-cylinder gasoline engine or a diesel engine.
The engine 1 includes a crankshaft 1a, a fuel supply device 1b, a starter motor (hereinafter abbreviated as starter) 4, and the like.
The starter 4 is electrically connected to the main battery 21 (for example, a 12V lead battery) and forcibly drives the crankshaft 1a of the engine 1 to rotate when the vehicle is stopped and an occupant operates a start switch or the like. As a result, the engine 1 is started (cranking) from the stopped state to the operating state.

As shown in FIG. 1, the main battery 21 is electrically connected via a DC/DC converter 23 to an auxiliary battery 22 (for example, a 24V lithium-ion battery) having a higher voltage than the main battery 21. The auxiliary battery 22 is configured to supply electric power to the motor generator 5 and also store electric power regenerated by the motor generator 5.
When the state of charge (SOC) of the main battery 21 falls below a predetermined determination threshold value, the DC/DC converter 23 steps down the electric power accumulated in the auxiliary battery 22 to 12V and supplies it to the main battery 21. To do.

In front of the driver's seat installed in the passenger compartment, there are an accelerator pedal 6, a brake pedal 7 (brake means), and a clutch pedal 8 (clutch means), which can be operated by an occupant seated in the driver's seat in order from the right. Equipped. Above the center console (not shown) installed between the driver's seat and the passenger's seat, a shift lever 9 which can be manually operated by an occupant seated in the driver's seat to select a desired gear is provided. There is.

The clutch device 2 includes a flywheel connected to the crankshaft 1a and a clutch disc connected to the input shaft of the transmission 3, and a contact state or a separated state of the clutch disc or the like is caused by depressing or depressing the brake pedal 7. Is configured to be switchable.
By depressing the clutch pedal 8, power transmission from the engine 1 to the transmission 3 is cut off, and by depressing the clutch pedal 8, power is transmitted from the engine 1 to the transmission 3.

The transmission 3 is configured such that the gear ratio can be switched by a manual operation of the shift lever 9 by an occupant. The transmission 3 includes a plurality of forward gears, a reverse gear, a neutral gear, and the like (all are not shown), and rotates the input shaft of the transmission according to the gear ratio selected by operating the shift lever 9. Converted to output shaft rotation.
The output shaft of the transmission is equipped with wheels serving as driving wheels via a differential gear and a drive shaft. Each wheel is provided with a brake actuator that can be driven via a hydraulic circuit, and a braking force is applied to the wheel in conjunction with the depression operation of the brake pedal 7.

As shown in FIG. 1, the rotary shaft 5a of the motor generator 5 is directly connected to the crankshaft 1a via a winding transmission mechanism. The winding transmission mechanism includes a pulley provided at an end portion of the crankshaft 1a opposite to the transmission 3, a pulley provided at a tip end portion of the rotating shaft 5a of the motor generator 5, and a pulley wound between both pulleys. Equipped belt.
When the motor generator 5 is operated as an electric motor, the power of the motor generator 5 is transmitted to the crankshaft 1a via the winding transmission mechanism. The motor-like operation of the motor generator 5 is basically performed when the engine 1 is restarted during execution of the idling stop control, or when torque assist is performed when the vehicle starts or accelerates.

When the engine 1 is driving and the motor generator 5 is stopped, the rotor of the motor generator 5 is driven by the engine 1, so the motor generator 5 operates as a generator. Particularly, during deceleration traveling of the vehicle, deceleration regeneration control is performed.
The generator-like operation (deceleration regeneration control) of the motor generator 5 converts the kinetic energy transmitted from the drive wheel side via the crankshaft 1a into electric energy. The converted electric energy is stored in the auxiliary battery 22.

Next, the control system will be described.
As shown in FIG. 1, the control device 10 that controls various operations outputs an operation command signal to the fuel supply device 1b based on each input signal to control combustion of the engine 1.
For example, when the fuel supply device 1b includes an intake air amount control valve, the intake amount and the fuel injection amount are adjusted by controlling the opening degree of this valve, and the combustion state of the engine 1 is controlled.
The control device 10 is mainly composed of a microprocessor, and has a CPU, a RAM, a ROM, an input/output interface circuit, and the like.

The control device 10 includes a vehicle speed sensor 31 that detects a traveling speed of the vehicle, an accelerator opening sensor 32 that detects a depression amount (accelerator opening) of the accelerator pedal 6, and a depression and a depression of the brake pedal 7 (on/off state). Brake switch 33 (brake state detecting means) for detecting the clutch pedal, clutch sensor 34 (clutch state detecting means) for detecting the amount of depression of the clutch pedal 8 (stepping position and stepping back position), and the shift lever 9 operated by the occupant. Is electrically connected to a shift position sensor 35 (shift position detecting means) for detecting the shift position, an SOC sensor 36 for detecting the charging rate of the main battery 21, and the like.
Output signals from the sensors 31 to 36 are input to the control device 10, respectively.

The control device 10 includes a stop control unit 11 that stops the operation of the engine 1, a restart control unit 12 that starts the engine 1 after the engine is stopped, and the like.
The stop control unit 11 stops the fuel supply from the fuel supply device 1b to the engine 1 when the following idling stop conditions (a) to (d) are all satisfied.
(A) The vehicle speed is zero (b) The clutch pedal 8 is in the off state (c) The shift position is in the neutral position (d) The charging rate of the main battery 21 is equal to or higher than the determination threshold value. Idling stop By executing the control, the combustion of the engine 1 is stopped and the fuel consumption is suppressed while the vehicle is stopped without the driving force.
The on state of the clutch pedal 8 is a state in which the power transmission function cannot be fully exhibited (for example, a state in which the pedal is depressed by 80% or more of the maximum stroke in the depression direction), and the off state is a state in which the power transmission function is not completely performed. It is in a state where it can be demonstrated.

Next, the restart control unit 12 will be described.
The restart control unit 12 starts the fuel supply from the fuel supply device 1b to the engine 1 when the restart condition is satisfied after the execution of the idling stop control. The restart control unit 12 determines the occupant's intention to start using two conditions, a first restart condition and a second restart condition.
In the present embodiment, the starting operation procedure of the occupant during the execution of the idling stop control is classified into the following three patterns.

Here, an operation procedure for starting by the occupant after the engine is stopped will be described.
As shown in FIG. 2(a-1), during execution of the idling stop control, the accelerator pedal 6 is normally in the depressing state (off state), the brake pedal 7 is in the depressing state (on state), and the clutch pedal 8 is in the depressing state. In the state (off state), the gear is operated in the neutral state.
Further, as shown in FIG. 2(a-2), since the vehicle is stopped by the idling stop control, the brake pedal 7 is stepped back in the neutral state to bring it into the stepped-back state (off state). There are also crew members.
The ON state of the brake pedal 7 is a state in which the braking function can be fully exhibited, and the OFF state is a state in which the braking function cannot be fully exhibited.

In preparation for launching, the occupant turns on the clutch pedal 8 while keeping the neutral state (FIGS. 2(b-1) and 2(b-2)), and then shifts the shift lever 9 for starting shifting. The shift operation (gear-in) is performed to the gear (FIG. 2(c-1) and FIG. 2(c-2)).
In the case of the brake return procedure, the vehicle is ready to start by depressing the clutch pedal 8 after the gear-in shown in FIG. 2(c-2).
This brake forward procedure ((a-1)→(a-2)→(b-2)→(c-2)) is referred to as a third procedure.

In the case of the clutch front stepping procedure, after the gear-in shown in FIG. 2(c-1), the clutch front return (FIG. 2(d-1)) or the brake front return (FIG. 2(d-2)) is performed depending on the occupant's preference. Divided into
2(d-1) is a preparation completion stage in which the vehicle can be started by depressing the brake pedal 7 after returning the clutch. This brake post-clutch depressing procedure ((a-1)→(b-1)→(c-1)→(d-1)) is referred to as a first procedure.
2(d-2) is a preparation completion stage in which the vehicle can be started by depressing the clutch pedal 8 after returning the clutch. The second step is the clutch depressing procedure after braking ((a-1)→(b-1)→(c-1)→(d-2)).
In the second and third procedures, finally, the accelerator pedal 6 (off state), the brake pedal 7 (off state), and the clutch pedal 8 (on state) are in the same state.

Returning to the description of the restart control unit 12.
The first restart condition is a starting intention determination condition for an occupant who prepares according to the first procedure. The restart control unit 12 ends the idling stop control and supplies the fuel from the fuel supply device 1b when all of the following restart conditions (a) to (d) are satisfied during the execution of the idling stop control. To resume.
(A) The accelerator pedal 6 is in the off state (b) The brake pedal 7 is in the on state (c) The stepping back position Pb of the clutch pedal 8 is the first setting position L1 or the second setting position L2. (D) The shift position is a gear position (gear-in state) other than neutral.

The second restart condition is a starting intention determination condition for an occupant who prepares by the second and third procedures. The restart control unit 12 ends the idling stop control and supplies the fuel from the fuel supply device 1b when all of the following restart conditions (a) to (d) are satisfied during the execution of the idling stop control. To resume.
(A) The accelerator pedal 6 is in an off state (b) The brake pedal 7 is in an off state (c) The clutch pedal 8 is in an on state (d) The shift position is a gear position other than neutral (gear-in state) ) The restart control unit 12 executes the restart of the engine 1 with priority over the first restart condition when the second restart condition is satisfied even if the first restart condition is not satisfied. To do.

The restart control unit 12 uses the first and second set positions L1 and L2 when determining whether the first restart condition is satisfied.
The first set position L1 is an absolute reference value based on the structure of the clutch pedal 8.
As shown by the dotted line in FIG. 3, the first set position L1 is set to a position corresponding to 80% of the maximum stroke in the depression direction of the clutch pedal 8 as in the ON state, for example.

The second set position L2 is a relative reference value based on the amount of depression of the clutch pedal 8.
As shown by the alternate long and short dash line in FIG. 3, the second setting position L2 is set to a position equal to or higher than the first setting position L1 during execution of the idling stop control, for example. The second set position L2 is set to a position where the maximum pedaling position Pf of the clutch pedal 8 is sequentially updated and registered as the maximum pedaling position Pfmax, and the pedal is depressed 3% from the maximum pedaling position Pfmax. Further, the registered maximum pedaling position Pfmax is once reset when the shift position is switched to the neutral (gear-out state), and the second set position L2 is canceled.
In the description of the position of the clutch pedal 8, the stepping direction is positive and the stepping back direction is negative for convenience.

The case where the clutch pedal 8 is operated by performing a shallow pedal operation and a deep pedal operation will be specifically described.
When the clutch pedal 8 is operated with a shallow depression, as shown by the solid line in FIG. 3, after the engine 1 is stopped, the brake pedal 7 is depressed (time t0), the clutch pedal 8 is depressed (time t1), and the gear-in operation is performed. After (time t2), the stepping-back position Pb becomes equal to or less than the first set position L1 by the stepping-back operation of the clutch pedal 8 from the time t4, in other words, at the time t5 when the first set position L1 is reached. The engine 1 is restarted.
When the clutch pedal 8 is deeply depressed, as shown by the broken line in FIG. 3, after the engine 1 is stopped, the brake pedal 7 is depressed (time t0), the clutch pedal 8 is depressed (time t1), After the gear-in operation (time t2), the engine 1 is restarted at time t6 when the pedal return position Pb reaches the second set position L2 by the pedal return operation from the time t3.

A case where the clutch pedal 8 is repeatedly operated while the engine is stopped will be specifically described.
As shown by the solid line in FIG. 4, after the engine 1 is stopped, the depression operation of the brake pedal 7 is performed (time t0), and then the depression operation of the clutch pedal 8 is performed (time t1).
The maximum stepping position Pfmax is registered from time t2 when the stepping position Pf becomes equal to or more than the first setting position L1, and the second setting position L2 is set. Although the depression operation of the clutch pedal 8 is once ended (time t3), the depression operation and the depression operation are performed from the time t4, but since the depression position Pf does not exceed the maximum depression position Pfmax set at the time t3, the second setting The position L2 is maintained.
Since the depression position Pf exceeds the previous maximum depression position Pfmax by the depression operation from time t5, the maximum depression position Pfmax is sequentially updated and registered, and the second set position L2 is updated.
The engine 1 is restarted at time t7 when the pedal return position Pb reaches the second set position L2 by the pedal return operation from time t6.

A case where the neutral mode is switched while the engine is stopped will be specifically described.
As shown by the solid line in FIG. 5, after the engine 1 is stopped, the depression operation of the brake pedal 7 is performed (time t0), and then the depression operation of the clutch pedal 8 is performed (time t1).
The maximum stepping position Pfmax is registered from time t2 when the stepping position Pf becomes equal to or more than the first setting position L1, and the second setting position L2 is set. When the shift position is switched to neutral after the depression operation of the clutch pedal 8 is once completed (time t3), the maximum depression position Pfmax is reset and the second set position L2 is canceled (time t4).
While the shift position is in neutral (time t4 to t5), even if the clutch pedal 8 is stepped on and off, the maximum stepped position Pfmax is not registered, so the second set position L2 is not set. Then, when the gear-in state is switched again, the maximum depression position Pfmax is registered and the second set position L2 is set (time t6).
The engine 1 is restarted at time t8 when the pedal return position Pb reaches the second set position L2 by the pedal return operation from time t7.

Next, an example of the idling stop control operation by the control device 10 will be described with reference to the flowchart shown in FIG. In the figure, Si (i=1, 2,...) Indicates each step.

As shown in the flowchart of FIG. 6, in S1, the output signals and various information from the sensors 31 to 36 are read, and the process proceeds to S2.
In S2, it is determined whether the idling stop control is being executed. As a result of the determination in S2, if the idling stop control is being executed, the process proceeds to S3, and if the idling stop control is not being executed, the process returns.
Whether or not the idling stop can be executed is separately processed in parallel with the idling stop control process.

In S3, it is determined whether the clutch pedal 8 is in the on state.
As a result of the determination in S3, if the clutch pedal 8 is in the on state, the process proceeds to S4, and if the clutch pedal 8 is not in the on state, there is no preparation for the gear-in operation, and the process returns.
In S4, it is determined whether or not the gear-in state is established. As a result of the determination in S4, if it is in the gear-in state, the process proceeds to S5, and if it is not in the gear-in state, the process returns.

In S5, it is determined whether or not the brake pedal 7 is off.
As a result of the determination in S5, if the brake pedal 7 is in the off state, the process proceeds to S6.
The idling stop control is being executed, the brake pedal 7 is in the off state and the clutch pedal 8 is in the on state, which corresponds to the second and third procedures of the occupant's starting operation procedure (FIGS. 2(c-2) and (c-2). See d-2)). This state is a ready stage in which the vehicle can be started, and reflects the passenger's intention to start, so fuel supply from the fuel supply device 1b is restarted (S6), and the process returns.

As a result of the determination in S5, when the brake pedal 7 is not in the off state, the process proceeds to S7.
In S7, it is determined whether or not the clutch pedal 8 is stepped back.
If the result of the determination in S7 is that the occupant is stepping back from the ON state of the clutch pedal 8, it corresponds to the first procedure of the occupant's starting operation procedure (see FIG. 2(d-1)), so the process proceeds to S8. If there is no stepping-back operation by the occupant from the ON state of the clutch pedal 8, the process returns.

In S8, it is determined whether or not the pedal return position Pb of the clutch pedal 8 has reached the first set position L1. As a result of the determination in S8, when the pedal return position Pb of the clutch pedal 8 reaches the first set position L1, the engine start timing is suitable for the shallow pedaling operation, so the process proceeds to S6 and the engine 1 is restarted. If the result of determination in S8 is that the pedal return position Pb of the clutch pedal 8 has not reached the first set position L1, the process proceeds to S9.

In S9, it is determined whether or not the pedal return position Pb of the clutch pedal 8 has reached the second set position L2. As a result of the determination in S9, when the pedal return position Pb of the clutch pedal 8 reaches the second set position L2, the engine start timing is suitable for the deep depression operation, so the process proceeds to S6 and the engine 1 is restarted. As a result of the determination in S9, when the pedal return position Pb of the clutch pedal 8 has not reached the second set position L2, it is expected that the clutch pedal 8 has been deeply depressed in the previous stage. Return to proceed.

Next, the content of the second set position calculation processing will be described based on the flowchart of FIG. 7.
The second set position calculation process is repeatedly executed at a predetermined cycle, and is also executed in parallel with the idling stop control process shown in FIG. That is, the second set position L2 is calculated at any time during the idling stop control process.

As shown in the flowchart of FIG. 7, in S11, it is determined whether or not the occupant operates the shift lever 9 to select a gear other than the neutral gear-in state.
If the result of determination in S11 is that it is in the gear-in state, the processing moves to S12. If the result of determination in S11 is that it is not in the gear-in state, after canceling the currently held second setting position L2 (S16), the routine returns.

In S12, it is determined whether the stepping position Pf is equal to or greater than the first set position L1.
As a result of the determination in S12, when the depression position Pf is equal to or higher than the first set position L1, the process proceeds to S13.
As a result of the determination in S12, when the depression position Pf is less than the first set position L1, the depression operation of the clutch pedal 8 is continuing, and therefore the process returns.

In S13, it is determined whether or not the current pedaling position Pf is equal to or more than the previous pedaling position Pf.
As a result of the determination in S13, if the current pedaling position Pf is equal to or more than the previous pedaling position Pf, the process proceeds to S14. As a result of the determination in S13, when the current pedaling position Pf is less than the previous pedaling position Pf, either the pedaling operation of the clutch pedal 8 is stopped, the pedaling operation is performed, or the pedaling operation after the pedaling is performed. , Return.

In S14, the current pedaling position Pf is registered as the maximum pedaling position Pfmax, and then the process proceeds to S15. In S15, the position at which the maximum depression position Pfmax is stepped back by 3% is registered as the second setting position L2, and then the process returns.

Next, the operation and effect of the vehicle idling stop control device will be described.
According to the idling stop control device for a vehicle of the first embodiment, the clutch sensor 34 that can detect the state of the passenger depressing and returning the clutch pedal 8 is provided. It can be detected via the state.
The control device 10 is at least in a state where the clutch sensor 8 depresses the clutch pedal 8 from the depression position Pf by the occupant to the preset first setting position L1 or the depression position Pb by the occupant is the first setting position L1 or more. Even if the clutch pedal 8 has the first restart condition including detection of the state where the clutch pedal 8 is stepped back from the stepped position Pf to the second set position L2 set based on the stepped position Pf, after stopping the engine 1, Since the engine 1 is restarted when the first restart condition is satisfied, the engine 1 can be restarted based on the depression operation of the clutch pedal 8, and the fuel consumption is lower than that when the engine 1 is restarted based on the depression operation. The performance can be improved. When the occupant's stepping position Pf is a shallow pedaling operation close to the first setting position L1, the engine 1 can be restarted by the first setting position L1, and the occupant's stepping position Pf is far from the first setting position L1. In the case of operation, since the engine 1 can be restarted by the second setting position L2, the elapsed time from the start of the occupant's stepping back to the engine restart can be made uniform regardless of the stepping depth, and the occupant's discomfort Can be relaxed.

The second set position L2 is set based on the stepped position Pf when the clutch pedal 8 is stepped up to the first set position L1 or more, so the proper second set position L2 that reflects the occupant's starting intention is set. be able to.

A brake switch 33 capable of detecting an operation state of the brake pedal 7 by an occupant and a shift position sensor 35 detecting an operation state of the transmission 3 are provided. The first restart condition is that the brake switch 33 turns on the brake pedal 7. Since the detection of the state and the detection of the gear-in state in which the shift position of the transmission 3 is set by the shift position sensor 35 are included, the occupant's starting intention can be accurately determined.

The state in which the clutch sensor 34 depresses the clutch pedal 8 from the depressed position Pf to the first set position L1 and the state in which the depressed position Pb is stepped back to the second set position L2 even if it is equal to or more than the first set position L1. Since the first restart condition is established based on whichever of the two is earlier, the engine 1 can be restarted early after the determination of the occupant's intention to start.

The control device 10 includes a brake switch 33 capable of detecting the operation state of the brake pedal 7 by an occupant and a shift position sensor 35 detecting the operation state of the transmission 3, and the control device 10 uses the clutch sensor 34 to depress the pedal position Pf of the clutch pedal 8. Includes detection of a state of the first set position L1 or more, detection of an off state of the brake pedal 7 by the brake switch 33, and detection of a gear-in state in which the shift position of the transmission 3 is set by the shift position sensor 35. There are two restart conditions, and after the engine 1 is stopped, the engine 1 is restarted with priority over the first restart condition when the second restart condition is satisfied. As a result, after the engine 1 is stopped, the response performance at the time of restarting the engine can be ensured for the occupant who performs the depressing operation of the brake pedal 7 earlier than the depressing operation of the clutch pedal 8.

Next, a modified example in which the above embodiment is partially modified will be described.
1] In the above-described embodiment, an example in which the clutch pedal is turned on when 80% or more of the maximum stroke in the stepping direction has been described, but this is changed according to the specifications of the clutch device, and the maximum stroke is 75%. The state in which the pedal is depressed by more than% may be the on state of the clutch pedal.

2) In the above embodiment, an example in which the first set position is set to the same position as the clutch pedal ON state has been described. May be. For example, when the clutch pedal is in the on state of 80% or more of the maximum stroke, 85% of the maximum stroke may be set for the specification that speeds up the return, and 75% of the maximum stroke may be set for the specification that delays the return. ..

3] In the above-described embodiment, the example in which the second setting position is set to the position where the maximum stepping position is returned by 3% has been described. However, it is sufficient that the second setting position can be set to a position higher than at least the first setting position. You may set to the position which stepped back 5% from the position.

4) In the above embodiment, an example of a hybrid vehicle including an engine and a motor generator has been described, but the present invention is also applicable to a general MT vehicle with an internal combustion engine that does not include a motor generator.
5] In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or a combination of the respective embodiments without departing from the spirit of the present invention. Such modifications are also included.

1 Engine 3 Transmission 7 Brake Pedal 8 Clutch Pedal 10 Control Device 33 Brake Switch 34 Clutch Sensor 35 Shift Position Sensor

Claims (5)

A clutch means capable of disconnecting and connecting a power transmission path between an engine and a manual transmission by an operation of an occupant, and automatically stopping the engine when a predetermined stop condition is satisfied during idling operation of the engine, In a vehicle idling stop control device comprising: a control unit that restarts the engine when a predetermined restart condition is satisfied after the engine is stopped,
A clutch state detecting means capable of detecting a stepped-on and stepped-back state of the clutch means by an occupant,
The control means is
At least the state in which the clutch means is stepped back by the clutch state detecting means from a stepped-on position by an occupant to a preset first set position, or even when the stepped-back position by the occupant is the first set position or more, the clutch The means has a first restart condition including detection of a state of being stepped back from the stepped position to a second set position set based on the stepped position, and after the engine is stopped, the first restart condition of the first restart condition is set. An idling stop control device for a vehicle, characterized in that the engine is restarted when established. The idling stop control device for a vehicle according to claim 1, wherein the second set position is set based on the stepped position when the clutch means is stepped on to the first set position or more. Brake state detecting means capable of detecting the operating state of the brake means by the occupant,
A shift position detecting means for detecting an operating state of the manual transmission,
The first restart condition includes detection of a stepped state of the brake unit by the brake state detection unit and detection of a state in which the shift stage of the manual transmission is set by the shift position detection unit. The idling stop control device for a vehicle according to claim 1, wherein the idling stop control device is a vehicle. The state in which the clutch means is stepped back from the stepped position to the first set position by the clutch state detection means, and the step is returned to the second set position even if the stepped back position is equal to or more than the first set position. The idling stop control device for a vehicle according to any one of claims 1 to 3, wherein the first restart condition is satisfied based on whichever of the above states is satisfied. Brake state detecting means capable of detecting the operating state of the brake means by the occupant,
A shift position detecting means for detecting an operating state of the manual transmission,
The control means is
The clutch state detecting means detects a state where the stepping position of the clutch means is equal to or higher than the first set position, the brake state detecting means detects a stepping state of the brake means, and the shift position detecting means performs the manual operation. A second restart condition including detection of a state in which a shift stage of the transmission is set, and after the engine is stopped, the second restart condition is satisfied and the first restart condition is prioritized. The idling stop control device for a vehicle according to claim 1, wherein the engine is restarted.