JP7435019B2 - Control device - Google Patents

Description

The present invention relates to a control device applied to a vehicle that automatically stops an engine when an automatic stop condition is satisfied.

Efforts have been made to improve the fuel efficiency of vehicles by automatically stopping the engine of the vehicle (so-called idling stop) when a predetermined condition is met, such as when the vehicle is stopped. For example, in the idling stop system for an AT vehicle disclosed in Patent Document 1, the engine is automatically stopped when the shift position is in a non-driving position such as a neutral position or a parking position. In this case, the idling stop system automatically stops and restarts the engine as appropriate, directly depending on the detection result of the shift position. Therefore, it is necessary to correctly detect the shift position, and the presence or absence of an abnormality is determined as appropriate with respect to the detection result of the shift position sensor that detects the shift position. For example, if there is a mismatch between the detection results of the shift position sensor and the vehicle condition, such as when multiple shift positions are detected at the same time, or when the vehicle speed is not zero even though the parking position is detected, It is determined that a sensor abnormality has occurred. Then, when the abnormality occurs, automatic stop is prohibited.

Patent No. 3959846

By the way, in the case of an MT vehicle with a manual transmission, a shift position sensor is not provided because the shift change is left to the driver's manual operation, and the neutral position is detected by the neutral switch. (the neutral detection state), the engine will be automatically stopped. Here, in the case of a neutral switch, unlike a shift position sensor, it is difficult to determine an abnormality with a configuration that simply compares the detection result and the vehicle situation. Therefore, if the neutral detection state is erroneously detected by the neutral switch, there is a concern that the engine may be automatically stopped even though the manual transmission is in the gear-in state.

The present invention has been made in view of the above problems, and its main purpose is to provide a control device that can appropriately automatically stop an engine in a vehicle equipped with a manual transmission.

The first means is
an engine, a manual transmission, a clutch that connects or disconnects a power transmission path between the engine and the manual transmission, and a neutral detection device that detects that the manual transmission is in a neutral position. applied to a vehicle equipped with the above, the engine is automatically stopped when a predetermined automatic stop condition is satisfied, including being in a neutral detection state in which the shift position is detected to be in the neutral position by the neutral detection device; A control device that implements idling stop control that restarts the engine when a predetermined restart condition is met after automatic stop,
an acquisition unit that acquires driver operation information regarding acceleration of the vehicle or shifting of the manual transmission in the neutral detection state;
a determination unit that determines whether the neutral detection state is correct based on the driver operation information acquired by the acquisition unit;
A control unit that performs restriction control so that the engine does not automatically stop when it is determined that the neutral detection state is incorrect.

In the above configuration, a vehicle equipped with a manual transmission (MT vehicle) is provided with a neutral detection device, and the neutral detection device detects that the shift position of the manual transmission is in the neutral position. Then, when a predetermined automatic stop condition including a neutral detection state in which the shift position is detected to be in the neutral position is satisfied, the engine is automatically stopped. In this case, it is necessary to determine whether the neutral detection state is correctly detected by the neutral detection device.

When the vehicle is running, in a neutral driving state in which the shift position of the manual transmission is actually in the neutral position, there is a low possibility that the driver will perform an acceleration operation by depressing the accelerator pedal or a clutch operation by the driver depressing the clutch. Therefore, if the driver performs an acceleration operation or a clutch operation while the neutral detection device is in the neutral detection state, it is considered that the neutral detection state by the neutral detection device may be incorrect. In this regard, in the above configuration, in the neutral detection state, driver operation information related to acceleration of the vehicle or shifting of the manual transmission is acquired, and based on the driver operation information, it is determined whether the neutral detection state is correct. did. If it is determined that the neutral detection state is incorrect, restriction control is performed to prevent the engine from automatically stopping. In this case, it is possible to understand the driver's intention to accelerate the vehicle or to change gears from the driver operation information, and by using the driver operation information indicating these, it is possible to appropriately determine whether the neutral detection state is correct each time. can. As a result, it is possible to properly automatically stop the engine in a vehicle equipped with a manual transmission.

In the second means, the acquisition unit acquires, as the driver operation information, accelerator operation information by the driver in the neutral detection state while the vehicle is running, and the determination unit determines that the accelerator operation information is determined by the driver. If the vehicle indicates an intention to accelerate, it is determined that the neutral detection state is incorrect.

If the vehicle is running with the manual transmission in the neutral position, the vehicle is coasting, and in that coasting state, the driver is unlikely to operate the accelerator. . Therefore, it is possible to appropriately determine whether the respective neutral detection state is correct based on the driver's intention to accelerate the vehicle, which is determined from the accelerator operation in the neutral detection state.

In the third means, the acquisition unit acquires, as the driver operation information, clutch operation information by the driver in the neutral detection state while the vehicle is running, and the determination unit determines that the clutch operation information is determined by the driver. If it indicates an intention to shift gears, it is determined that the neutral detection state is incorrect.

If the vehicle is running with the manual transmission in the neutral position, the vehicle is coasting, and in this coasting state, the driver is unlikely to operate the clutch or shift gears. It will be done. Therefore, it is possible to appropriately determine whether or not the respective neutral detection state is correct based on the driver's intention to shift gears, which is determined from the clutch operation in the neutral detection state.

In the fourth means, the control section is configured to control the control section when the neutral detection device detects that the shift position is not at the neutral position after the judgment section judges that the neutral detection state is incorrect. Cancel implementation of limit control.

As mentioned above, it is unlikely that the driver will accelerate the accelerator or operate the clutch when the vehicle is in the neutral running state, and it is unlikely that the driver will accelerate the accelerator or operate the clutch in the neutral detection state, that is, the driver's intention to accelerate the vehicle or shift gears. , it is possible to determine whether the neutral detection state is correct each time. However, it is also conceivable that the driver intentionally or erroneously performs an accelerator acceleration operation or a clutch operation in an actual neutral driving state. In this case, if the neutral detection state remains determined to be incorrect, the chances of automatic engine stop will be reduced needlessly. In this regard, after the neutral detection state is determined to be incorrect, if the neutral detection device detects that the shift position is not in the neutral position (in other words, if it is determined that the gear-in state has been entered), the restriction control is implemented. Since the configuration is such that the automatic stop of the engine is canceled (that is, the automatic stop of the engine is prevented) from being implemented unnecessarily, it is possible to prevent the automatic engine stop from being restricted.

Schematic configuration diagram of a control system for a vehicle equipped with a manual transmission Flowchart showing the processing procedure when automatically stopping the engine in idling stop control Time chart to specifically explain idling stop control Time chart to specifically explain idling stop control Time chart to specifically explain idling stop control

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments embodying the present invention will be described based on the drawings. In this embodiment, the control device temporarily automatically stops the engine (internal combustion engine) when a predetermined automatic stop condition is met, and restarts the engine when a predetermined restart condition is met after the automatic stop. It is embodied as an ECU that implements idling stop control. This ECU is applied, for example, to a vehicle equipped with an engine and a manual transmission.

FIG. 1 is a schematic configuration diagram of a control system for a vehicle equipped with a manual transmission. The engine 10 is, for example, a multi-cylinder gasoline engine, and includes an injector, an ignition device, etc. (not shown). A transmission 13 is connected to a crankshaft 11 of the engine 10 via a clutch 12. The engine 10 is also provided with a starter 19 that provides initial rotation (cranking rotation) to the engine 10 when starting and restarting the engine.

Clutch 12 connects or disconnects a power transmission path between engine 10 and transmission 13. The clutch 12 includes a disk 12a (flywheel, etc.) on the engine 10 side connected to the crankshaft 11, and a disk 12b (clutch disk, etc.) on the transmission 13 side connected to the input shaft 14. . The clutch 12 is configured such that the disks 12a, 12b can be brought into contact or separated by the driver's depression or release of the clutch pedal 21. When the driver depresses the clutch pedal 21, both discs 12a, 12b separate from each other, cutting off power from the engine 10 to the transmission 13. When the clutch pedal 21 is released, both discs 12a, 12b move away from each other. They are in contact with each other so that power is transmitted from the engine 10 to the transmission 13.

The transmission 13 is a manual transmission whose shift position (speed ratio) is changed by manual operation of the shift device 22 by the driver. The transmission 13 converts the rotation of the input shaft 14 into the rotation of the transmission output shaft 15.

An axle 17 is connected to the transmission output shaft 15 via a differential gear 16. A wheel 18 is connected to the axle 17 and rotates together with the wheel 18. Further, the wheels 18 are provided with brakes that apply braking force to each wheel 18.

The ECU 30 is an electronic control device equipped with a well-known microcomputer including a CPU, ROM, RAM, flash memory, and the like. This ECU 30 is configured to be able to acquire detection results, etc. (various information) from various connected sensors. ECU 30 controls the operating state (including starting and stopping) of engine 10 based on various information. For example, the ECU 30 performs idling stop control of the engine 10 as control of the operating state of the engine 10. Further, the ECU 30 performs drive control of the starter 19.

In detail about the sensors, the ECU 30 includes an accelerator sensor 31 that detects the amount of depression of an accelerator pedal (not shown), a clutch sensor 32 that detects the depression of the clutch pedal 21, and a sensor that detects whether the shift device 22 is in the neutral position. A neutral detection device 33 that detects whether or not the vehicle is running, a vehicle speed sensor 34 that detects vehicle speed, and the like are connected, and detection signals from these sensors are sequentially input to the ECU 30. In addition, this system is also equipped with a rotational speed sensor, load sensors (air flow meter, intake pressure sensor), etc.

The clutch sensor 32 detects that the clutch pedal 21 is depressed and that the clutch pedal 21 is released. The neutral detection device 33 is a neutral switch that detects whether the shift position of the shift device 22 is in the neutral position. The neutral detection device 33 outputs an ON signal in a neutral detection state in which it detects that the shift position of the shift device 22 is in the neutral position, and outputs an ON signal in a gear-in detection state in which it detects that the shift position of the shift device 22 is in the gear-in position instead of the neutral position. Output a signal.

Next, the idling stop control performed in the above system configuration will be described in detail. Idling stop control is generally to automatically stop the engine 10 when a predetermined automatic stop condition is met, and then restart the engine 10 when a predetermined restart condition is met. The automatic stop conditions include, for example, that the shift position is in the neutral position, that the depression operation of the clutch pedal 21 is released (the clutch is engaged), and that the vehicle speed is lower than a predetermined speed. It will be done. The ECU 30 determines whether automatic stop conditions are satisfied based on detection signals input from the clutch sensor 32, neutral detection device 33, and vehicle speed sensor 34.

Further, the engine restart conditions include that the shift position is in the neutral position and that the clutch pedal 21 is depressed. The ECU 30 determines whether restart conditions are satisfied based on detection signals input from the clutch sensor 32 and the neutral detection device 33.

As described above, automatic stopping and restarting of the engine 10 requires that the shift position be in the neutral position. If the neutral detection state by the neutral detection device 33 is incorrect, that is, if the transmission 13 is in gear, and the engine 10 is automatically stopped, a large current will be applied to the starter 19 when the engine is restarted. There is a concern that this may cause the starter 19 to malfunction. Therefore, it is necessary to determine whether the neutral detection state is correct.

When the vehicle is running, in a neutral running state in which the shift position of the transmission 13 is actually in the neutral position, it is unlikely that the driver will perform an acceleration operation by depressing the accelerator pedal or a clutch operation by the driver depressing the clutch. Therefore, if the driver performs an acceleration operation or a clutch operation in a neutral detection state where the shift position is detected as the neutral position by the neutral detection device 33, the neutral detection state by the neutral detection device 33 is incorrect. It is thought that there is a possibility.

Therefore, in this embodiment, in the neutral detection state, driver operation information regarding acceleration of the vehicle or shifting of the transmission 13 is acquired, and based on the driver operation information, it is determined whether the neutral detection state is correct. When it is determined that the neutral detection state is incorrect, restriction control is performed so that the engine 10 does not automatically stop. In this case, especially when it is determined that the neutral detection state is incorrect, automatic stopping of the engine 10 is prohibited as a restriction control.

The ECU 30 preferably acquires accelerator operation information by the driver in the neutral detection state as the driver operation information. In this case, if the accelerator operation information indicates the driver's intention to accelerate the vehicle, it is determined that the neutral detection state is incorrect. Further, the ECU 30 preferably acquires clutch operation information by the driver in the neutral detection state as the driver operation information. In this case, if the clutch operation information indicates the driver's intention to shift gears, it is determined that the neutral detection state is incorrect.

FIG. 2 is a flowchart showing a processing procedure when automatically stopping the engine in idling stop control. The processing according to this flowchart is executed by the ECU 30 at predetermined intervals.

In S11, it is determined whether the vehicle is in a running state. More specifically, it is determined that the vehicle speed is higher than a predetermined speed and that the engine 10 is not automatically stopped. If S11 is affirmed, the process advances to S12, and if S11 is negative, the process ends.

In S12, it is determined whether the normality determination flag F1 is 0 or not. The normality determination flag F1 is a flag indicating that the neutral detection state by the neutral detection device 33 is determined to be normal. The normality determination flag F1 is set to 1 when the gear-in detection state changes to the neutral detection state (the neutral detection signal changes from OFF to ON), and when the neutral detection state changes from the neutral detection state to the gear-in detection state (neutral detection signal changes from OFF to ON). This flag is reset to 0 when the detection signal changes from on to off. However, the normality determination flag F1 is reset to 0 when there is a concern that there is an abnormality in the neutral detection state. Then, in S12, if the normality determination flag F1 is 0, the process advances to S13.

In S13, it is determined whether the detection signal of the neutral detection device 33 has changed from OFF to ON, that is, whether the gear-in detection state has changed to the neutral detection state. If S13 is affirmed, the process proceeds to S14, where the normality determination flag F1 is set to 1.

After the normality determination flag F1 is set to 1, the process advances from S12 to S21. In S21, it is determined whether a prohibition flag F2 that prohibits automatic engine stop is 0 or not. The prohibition flag F2 has an initial value of 0, and is set to 1 when automatic engine stop is prohibited. Then, on the condition that the prohibition flag F2 is 0, the process proceeds to the subsequent S22.

In S22, under the neutral detection state, the detection signal of the accelerator sensor 31 is acquired as the driver's accelerator operation information, and the detection signal of the clutch sensor 32 is acquired as the driver's clutch operation information.

Thereafter, in S23, it is determined whether or not the driver intends to accelerate the vehicle. At this time, it is determined whether the accelerator operation information acquired in S22 indicates the driver's intention to accelerate the vehicle. More specifically, there is a configuration in which it is determined that the vehicle intends to accelerate based on the fact that the accelerator is on for a predetermined period of time (for example, several seconds) in the neutral detection state, or when the accelerator pedal is further depressed in the neutral detection state. Based on this, it is determined that the vehicle has an intention to accelerate. Alternatively, in the neutral detection state, it may be determined that there is an intention to accelerate the vehicle based on the fact that the clutch is engaged and the accelerator is on.

Further, in S24, it is determined whether or not the driver has an intention to change gears. At this time, it is determined whether the clutch operation information acquired in step S22 indicates the driver's intention to change gears. More specifically, in a state in which the neutral detection state continues (a state in which the duration of the neutral detection state is longer than a predetermined value), the intention to shift is determined based on the fact that the clutch 12 changes from the engaged state to the disengaged state. It is best to determine that it is present.

If both S23 and S24 are negative, the process advances to step S25. Normally, it is unlikely that an accelerator operation or a clutch operation will be performed in the neutral detection state, and it is assumed that both S23 and S24 will be negative. In S25, it is determined whether the detection signal of the neutral detection device 33 has changed from on to off, that is, whether the neutral detection state has changed to the gear-in detection state. If S25 is affirmed, the process proceeds to S29, where the normality determination flag F1 is reset to zero. For example, when switching from running in the neutral detection state to running in the gear-in detection state, S25 is affirmed, and the normality determination flag F1 is reset to 0 in S29.

Further, if S25 is negative and the process proceeds to S26, it is determined whether or not each condition other than the neutral detection state is satisfied as an automatic stop condition. At this time, if the clutch is engaged and the vehicle speed is lower than the predetermined speed, it is determined that the automatic stop condition is satisfied. If the automatic stop condition is satisfied, the process proceeds to S27, and if the automatic stop condition is not satisfied, the process is directly terminated. In S27, the engine 10 is automatically stopped.

Moreover, if either S23 or S24 is affirmed, the process proceeds to step S28. At this time, in a situation where an accelerator operation or a clutch operation is performed in a neutral detection state, the neutral detection state by the neutral detection device 33 is considered to be incorrect, and the prohibition flag F2 is set to 1 in S28. In the following S29, the normality determination flag F1 is reset to zero.

Returning to S12, if the normality determination flag F1 is 0, the process proceeds to S13, and if S13 is denied, the process proceeds to S31. In S31, it is determined whether the detection signal of the neutral detection device 33 has changed from on to off, that is, whether the neutral detection state has changed to the gear-in detection state. Then, when S31 is affirmed, the process proceeds to S32, and the prohibition flag F2 is reset to 0.

Here, the normality determination flag F1 is 0 when the neutral detection device 33 is in the gear-in detection state or when the neutral detection state is erroneously detected. In the latter case, one of the factors is considered to be that the neutral detection device 33 is stuck on, but the fact that the neutral detection state changes to the gear-in detection state corresponds to the fact that the neutral detection device 33 is not stuck on. For example, when the transmission 13 is in the neutral state (that is, when the neutral detection state is normally detected), if the driver intentionally or accidentally accelerates the accelerator or operates the clutch, the engine It is undesirable for automatic stop to be prohibited. Therefore, the prohibition flag F2 is reset to 0 to permit automatic engine stop again.

Next, the idling stop control in this embodiment will be explained in more detail using the time charts of FIGS. 3 to 5.

First, FIG. 3 is a time chart showing an example in which it is determined based on the driver's accelerator operation information that the neutral detection state is erroneously detected.

In FIG. 3, at timing t11, the vehicle is in an accelerating state due to an accelerator-on operation, and in this state, the driver performs a clutch disengagement operation, and at subsequent timing t12, the actual shift position is changed from the gear-in position by operating the shift device 22. Can be switched to neutral position. At timing t12, the output of the neutral detection device 33 changes from off (gear-in detection state) to on (neutral detection state) as the shift position is switched. Further, 1 is set in the normality determination flag F1.

Thereafter, at timing t13, the actual shift position is switched from the neutral position to the gear-in position by operating the shift device 22. However, in this case, since the neutral detection device 33 is stuck on at timing t12, the output of the neutral detection device 33 remains on. In addition, in FIG. 3, the normal output of the neutral detection device 33 corresponding to the actual shift position is shown by a broken line. At timing t14, the driver performs a clutch engagement operation.

Thereafter, at timing t15, accelerator operation information and clutch operation information by the driver are acquired in the neutral detection state, and based on these pieces of information, a prohibition flag F2 that prohibits automatic engine stop is set to 1. Further, the normality determination flag F1 is reset to 0. At this time, based on the accelerator operation information and the clutch operation information, it can be determined that the driver intends to accelerate the vehicle. Then, based on the intention to accelerate the vehicle, the current neutral detection state is deemed to be incorrect, and subsequent automatic engine stop is prohibited.

As a supplement, at timing t15, the driver is operating the accelerator while the clutch is engaged, and it can be inferred that the driver has an intention to accelerate the vehicle at this point. From this, it can be inferred that the neutral detection state is incorrect. In a situation where the neutral detection state cannot be detected correctly, even if the neutral detection state is set, the engine may actually be in the gear-in state, so automatic engine stop is prohibited.

Note that at timing t15, it may be determined that the vehicle has an intention to accelerate based on the fact that the accelerator-on state continues for a predetermined time in the neutral detection state. Alternatively, it may be determined that the vehicle intends to accelerate based on the fact that the accelerator pedal is further depressed in the neutral detection state.

After timing t15, if the prohibition flag F2 is set to 1, automatic engine stop is prohibited even if the automatic stop condition is satisfied in response to a decrease in vehicle speed or the like. This prevents the inconvenience of restarting the transmission while the transmission 13 remains in the gear-in state.

FIG. 4 is a time chart showing an example of determining whether the neutral detection state is erroneously detected based on the driver's clutch operation information.

In FIG. 4, at timing t21, the vehicle is in a deceleration state due to the accelerator being turned off, and in this state, the driver performs a clutch disengagement operation, and at subsequent timing t22, the actual shift position is changed from the gear-in position to the neutral position by operation of the shift device 22. Can be switched to position. At timing t22, the output of the neutral detection device 33 changes from off (gear-in detection state) to on (neutral detection state) as the shift position is switched. Further, 1 is set in the normality determination flag F1.

Thereafter, at timing t23, the actual shift position is switched from the neutral position to the gear-in position by operating the shift device 22. However, in this case, since the neutral detection device 33 is stuck on at timing t22, the output of the neutral detection device 33 remains on. The normal output of the neutral detection device 33 is shown by a broken line. At timing t24, the driver performs a clutch engagement operation.

Thereafter, at timing t25, clutch operation information is acquired in the neutral detection state, and based on that information, a prohibition flag F2 that prohibits automatic engine stop is set to 1. Further, the normality determination flag F1 is reset to 0. At this time, it can be determined from the clutch operation information that the driver has an intention to shift gears. Then, based on the intention to shift gears, the current neutral detection state is deemed to be incorrect, and subsequent automatic engine stop is prohibited.

As a supplement, at timing t25, the driver is depressing the clutch while the clutch is engaged, and it can be inferred that the driver has an intention to shift the transmission 13 at this point in time. From this, it can be inferred that the neutral detection state is incorrect.

After timing t25, if the prohibition flag F2 is set to 1, automatic engine stop is prohibited even if the automatic stop condition is satisfied in response to a decrease in vehicle speed or the like.

FIG. 5 is a time chart showing an example of canceling the prohibition after the neutral detection state is determined to be incorrect and automatic engine stop is prohibited (after the prohibition flag F2 is set to 1).

In FIG. 5, at timing t31, it is assumed that the driver has an intention to shift gears based on clutch operation information by the driver in the neutral detection state. Then, the current neutral detection state is deemed to be incorrect, and the prohibition flag F2 is set to 1. Further, the normality determination flag F1 is reset to 0. However, in this case, unlike timing t25 in FIG. 4, the neutral detection device 33 is not stuck on, and the actual shift position and the neutral detection state match. Note that at timing t31, it is possible that the driver erroneously depressed the clutch 12.

Thereafter, at timing t32, the actual shift position is switched from the neutral position to the gear-in position by operating the shift device 22. In this case, the output of the neutral detection device 33 changes from on to off in response to switching of the actual shift position. Along with this, the prohibition flag F2 is reset to 0. As a result, automatic engine stop is again permitted.

In addition, in FIG. 5, at timing t33, the neutral detection device 33 is stuck on. Then, at timing t34, the prohibition flag F2 is set to 1 and the normality determination flag F1 is reset to 0 based on the accelerator operation information by the driver in the neutral detection state.

The effects of this embodiment will be described below.

In the neutral detection state, driver operation information regarding acceleration of the vehicle or shifting of the transmission 13 is obtained, and based on the driver operation information, it is determined whether the neutral detection state is correct. Then, when it is determined that the neutral detection state is incorrect, automatic stopping of the engine 10 is prohibited as a restriction control. In this case, it is possible to understand the driver's intention to accelerate the vehicle or to change gears from the driver operation information, and by using the driver operation information indicating these, it is possible to appropriately determine whether the neutral detection state is correct each time. can. As a result, in a vehicle equipped with the transmission 13, the engine 10 can be automatically stopped appropriately.

Based on the driver's intention to accelerate the vehicle, which is determined from the accelerator operation in the neutral detection state, it is possible to appropriately determine whether the neutral detection state is correct each time.

Based on the driver's intention to shift gears, which is determined from the clutch operation in the neutral detection state, it is possible to appropriately determine whether or not the neutral detection state is correct each time.

After the neutral detection state is determined to be incorrect, if the neutral detection device 33 detects that the shift position is not in the neutral position (that is, if it is determined that the gear-in state has been entered), automatic stop of the engine 10 is performed. Since the configuration is configured to cancel the prohibition, it is possible to prevent the prohibition of automatic engine stop from being implemented unnecessarily.

<Other embodiments>
- In the above embodiment, the restart was performed by the starter 19, but in addition to or in place of the starter 19, an ISG (Integrated Starter Generator) and a motor generator (MG) are provided, and these ISG and MG A restart may be performed.

- The control unit (ECU 30) and its method described in the present disclosure are a dedicated controller provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. It may be realized by a computer. Alternatively, the controller and techniques described in this disclosure may be implemented by a dedicated computer provided by a processor configured with one or more dedicated hardware logic circuits. Alternatively, the control unit and the method described in the present disclosure may be implemented using a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. It may be implemented by one or more dedicated computers configured. The computer program may also be stored as instructions executed by a computer on a computer-readable non-transitory tangible storage medium.

DESCRIPTION OF SYMBOLS 10...Engine, 12...Clutch, 13...Transmission, 19...Starter, 30...ECU, 33...Neutral detection device.

Claims (3)

An engine (10), a manual transmission (13), a clutch (12) that connects or disconnects a power transmission path between the engine and the manual transmission, and a shift position of the manual transmission that is set to a neutral position. A predetermined automatic stop condition is applied to a vehicle equipped with a neutral detection device (33) that detects that the neutral detection device is in a neutral detection state in which the shift position is detected to be in the neutral position by the neutral detection device. A control device (30) that implements idling stop control that automatically stops the engine when the above is satisfied, and restarts the engine when a predetermined restart condition is satisfied after the automatic stop,
an acquisition unit that acquires driver operation information regarding acceleration of the vehicle or shifting of the manual transmission in the neutral detection state;
a determination unit that determines whether the neutral detection state is correct based on the driver operation information acquired by the acquisition unit;
a control unit that performs restriction control so that the engine does not automatically stop when the neutral detection state is determined to be incorrect ;
The control unit cancels implementation of the restriction control when the neutral detection device detects that the shift position is not in the neutral position after the determination unit determines that the neutral detection state is incorrect. control device. The acquisition unit acquires, as the driver operation information, accelerator operation information by the driver in the neutral detection state while the vehicle is running;
The control device according to claim 1, wherein the determination unit determines that the neutral detection state is incorrect when the accelerator operation information indicates the driver's intention to accelerate the vehicle. The acquisition unit acquires, as the driver operation information, clutch operation information by the driver in the neutral detection state while the vehicle is running;
3. The control device according to claim 1, wherein the determination unit determines that the neutral detection state is incorrect when the clutch operation information indicates the driver's intention to change gears.

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