Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
  • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
  • F02N11/0822—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to action of the driver
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/10—Parameters used for control of starting apparatus said parameters being related to driver demands or status
  • F02N2200/103—Clutch pedal position
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to a vehicle control apparatus.
• JP-A-2004-I 566I9 discloses a technology in which a drive unit is started if a clutch pedal leaves a completely depressed position when the transmission is not in the neutral position.
• the invention provides a vehicle control apparatus capable of executing an engine starting control that matches with a driver's intention.
• a first aspect of the invention relates to a vehicle control apparatus that includes an engine, and a manual transmission which connects the engine and a driving wheel, and which has a clutch that is operated by a driver, and whose shift position is changed by the driver.
• the vehicle control apparatus also includes a controller that keeps the engine in a stopped state if the clutch is disengaged within a predetermined length of time when the clutch is operated in a disengaging direction while the engine is in the stopped state, and that starts the engine if the clutch is not disengaged within the predetermined length of time when the clutch is operated in the disengaging direction while the engine is in the stopped state.
• the vehicle control apparatus may further include: a first switch that detects that clutch stroke of the clutch is in a stroke range of complete engagement; and a second switch that detects that the clutch stroke is in a stroke range of disengagement, and the controller may detect by the first switch that the clutch has been operated in the disengaging direction, and detects the disengagement of the clutch by the second switch.
• the vehicle control apparatus in accordance with the invention keeps the engine in the stopped state if the clutch is disengaged within the predetermined time, and starts the engine if the clutch is not disengaged with in the predetermined time, when the clutch is operated in the disengaging direction during the stopped state of the engine. According to the vehicle control apparatus in accordance with the invention, it is possible to execute an engine starting control that matches the driver's intention.
• FIG 1 is a diagram showing a general construction of a vehicle in accordance with an embodiment of the invention.
• FIG. 2 is a diagram showing the stroke of a clutch pedal
• FIG 3 is a flowchart showing an engine stopping control of a basic engine stop-start control
• FIG 4 is an illustrative diagram of the basic engine stop-start control
• FIG. 5 is a flowchart showing an engine starting control of a first engine stop-start control
• FIG. 6 is an illustrative diagram of the first engine stop-start control
• FIG 7 is a flowchart showing an engine starting control of a second engine stop-start control
• FIG 8 is an illustrative diagram of the second engine stop-start control
• FIG. 9 is a flowchart showing an engine starting control of a third engine stop-start control
• FIG 10 is an illustrative diagram of the third engine stop-start control
• FIG 11 is a flowchart showing an engine stopping control in accordance with a combination of engine stop-start controls.
• FIG 12 is a flowchart showing an engine starting control in accordance with a combination of engine stop-start controls.
• FIG 1 is a diagram showing a general construction of a vehicle in accordance with an embodiment of the invention.
• FIG. 2 is a diagram showing the stroke of a clutch pedal.
• FIG 3 is a flowchart showing an engine stopping control of a basic engine stop-start control.
• FIG 4 is an illustrative diagram of the basic engine stop-start control.
• a vehicle 100 includes an engine 1 , a transmission (T/M) 2 and an ECU 30.
• a vehicle control apparatus 1-1 of this embodiment includes the engine 1 , the transmission 2 and the ECU 30.
• the engine 1 has a function as a motive power source of the vehicle 100.
• the engine 1 converts combustion energy of fuel into rotational motion of a rotating shaft, and thus produces output.
• the engine 1 is connected to driving wheels 7 via the transmission 2.
• the transmission 2 is a manual transmission that has a clutch 3.
• a driver operates the clutch 3, and changes or shifts the shift position of the transmission 2.
• the changing of a gear speed is carried out by a shifting operation of the driver.
• the transmission 2 is capable of shifting between a plurality of forward speed gear speeds and a reverse gear speed.
• a shift lever of the transmission 2 can be changed in position to an R (reverse) range and an N (neutral) range besides a plurality of ranges that correspond to forward gear speeds (shift positions). When the shift lever is operated to any one of the ranges, the transmission 2 is mechanically changed to a corresponding one of the shift positions.
• the clutch 3 is engaged or disengaged by operation of the driver and is thus able to transfer power or cut off the transfer of power between the engine 1 and the driving wheels 7.
• the clutch 3 is a friction engagement-type clutch device, and is capable of being operated to a completely engaged state, a half-engaged state or a disengaged state by the driver's depressing operation on a clutch pedal 4 shown in FIG 2.
• the clutch pedai 4 is supported pivotably about a fulcrum 4a as a center of rotation, and is able to pivot according to the driver's depressing operation within a predetermined range of clutch stroke.
• an output shaft of the transmission 2 is connected to the driving wheels 7 via a differential mechanism 6. .
• the power that the engine 1 outputs is transferred to the driving wheels 7 via the transmission 2 and the differential mechanism 6.
• An alternator 8 is disposed for the engine 1.
• the alternator 8 is an electricity generator that is driven by the power transferred from the engine 1 so as to generate electricity.
• the electric power generated by the alternator 8 is supplied to, for example, electrical loads or a battery 5.
• the battery 5 is an electricity storage device capable of being electrically charged and discharged.
• a starter 9 is an engine starting device that is driven by electric power supplied thereto so as to start the engine 1.
• the starter 9 is connected to the alternator 8 and the battery 5, and capable of receiving supply of electricity from at least one of the alternator 8 and the battery 5.
• the clutch 3 is provided with a clutch upper switch 22 and a clutch lower switch 23.
• the switches 22 and 23 are provided, for example, in the vicinity of the clutch pedal 4.
• the clutch upper switch 22 detects that the clutch 3 is in the completely engaged state, such as a case where the clutch pedal 4 is not operated, a case where the depression of the clutch pedal 4 is considerably small, etc. As shown in FIG 2, the clutch upper switch 22 outputs an on-signal when the stroke of the clutch pedal 4 is in a region StJ that is less than or equal to a first threshold value Stx (hereinafter, referred to as "small stroke region”), and outputs an off-signal when the stroke of the clutch pedal 4 is in either one of an intermediate stroke region St2 and a large stroke region St3 that exceed the first threshold value Stx.
• small stroke region a first threshold value Stx
• the first threshold value Stx as a boundary value between the small stroke region Stl and the intermediate stroke region St2 is a value within the clutch stroke in which the clutch 3 is completely engaged.
• the clutch upper switch 22 has a function as a first switch that detects that the clutch stroke is within the stroke range of the complete engagement.
• the clutch lower switch 23 detects that the clutch pedal 4 has been compietely depressed and the clutch 3 is in the disengaged state.
• the clutch lower switch 23 outputs an on-signal in the case where the stroke of the clutch pedal 4 is in the large stroke region SO that is greater than or equal to a second threshold value Sty, and outputs an off-signal when the stroke of the clutch pedai 4 is in either one of the intermediate stroke region St2 and the small stroke region Stl that are less than the second threshold value Sty.
• the second threshold value Sty as a boundary value between the large stroke region St3 and the intermediate stroke region St2 is a value within a range of clutch stroke in which the clutch 3 is disengaged.
• the clutch lower switch 23 has a function as a second switch that detects that the clutch stroke is within the stroke range in which the clutch 3 is disengaged.
• the clutch 3 is changed from the disengaged state to the engaged state or from the engaged state to the disengaged state at an engaging point Stm.
• the engaging point Stm is a point of clutch stroke at which the transfer of power by the clutch 3 starts when the clutch pedal 4 is released from the depressed state.
• the engaging point Stm is a clutch stroke that is in the range of the intermediate stroke St2, and that is larger than the first threshold value Stx and is smaller than the second threshold value Sty.
• the ECU 30 is an electronic control unit that has a computer.
• the ECU 30 is capable of controlling actions of the engine I that include operation and stop of the engine 1.
• the clutch upper switch 22 and the clutch lower switch 23 are connected to the ECU 30, and results of detection by the switches 22 and 23 are output to the ECU 30.
• the ECU 30 is capable of detecting that the clutch 3 has been operated in a disengaging direction, by a change of the clutch upper switch 22 from an on-state to an off-state.
• the ECU 30 is capable of detecting the disengagement of the clutch 3 by an on-state of the clutch lower switch 23.
• a brake switch 21 is connected to the ECU 30.
• the brake switch 21 detects the presence/absence of depressing operation on the brake pedal.
• the brake switch 21 outputs an off-signal in the case where the pedal stroke of the brake pedal is less than a predetermined value, for example, the case where the brake pedal is not depressed, or the like, and outputs an on-signal when the stroke of the brake pedal is greater than or equal to the predetermined value.
• a wheel speed sensor 28 and a shift position sensor 29 are connected to the ECU 30.
• the wheel speed sensor 28 detects the wheel rotation speed of each of the wheels of the vehicle 100.
• the shift position sensor 29 detects the shift position of the transmission 2.
• the shift position sensor 29 is capable of detecting which one of a plurality of shift positions for the forward travel and the shift position for the reverse travel the present shift position is.
• the shift position sensor 29 has a neutral switch, and is capable of detecting that the shift lever is at a neutral shift position, that is, not operated to any of the forward-travel shift ranges and the reverse-travel range.
• Signals that indicate results of detection by the wheel speed sensor 28 and the shift position sensor 29 are output to the ECU 30.
• the ECU 30 is capable of acquiring the vehicle speed of the vehicle 100 on the basis of the detection result from the wheel speed sensor 28.
• the ECU 30 is capable of acquiring the shift position of the transmission 2 on the basis of the detection result from the shift position sensor 29.
• an information supply device 31 is connected to the ECU 30.
• the information supply device 31 is capable of notifying the driver that the starting of the engine 1 has been prohibited, by voice or sound (alarm), a lamp (indicator) or by displaying picture, characters, etc.
• the vehicle control apparatus 1-1 of this embodiment is capable of executing an idling stop control (engine stop-start control) of automatically stopping or starting the engine 1.
• engine stop-start control an engine start prohibition condition for prohibiting the starting of the engine 1 is determined beforehand.
• the vehicle control apparatus 1 -1 notifies the driver that the starting of the engine 1 has been prohibited by the information supply device 31 in the case where the starting of the engine 1 cannot be performed in the engine stop-start control.
• the information supply device 31 may have a function of prompting the driver to perform an operation that allows the starting of the engine 1. For example, in the case where the starting of the engine has been prohibited because the transfer of power between the engine 1 and the driving wheels 7 is secured by the connection therebetween, it is permissible to prompt the driver to perform an operation of disengaging the clutch 3 or an operation of changing the shift position to the neutral position.
• the condition for starting the idling stop is that the shift position of the transmission 2 is other than the neutral position and the clutch pedal 4 has been depressed.
• the change to the idling stop cannot be realized in the case of a driver who habitually shifts to the neutral position at the time of deceleration of the vehicle.
• the change to the idling stop is carried out according to the state of the clutch 4, regardless of the shift position of the transmission 2. If the engine 1 is stopped merely by depressing the clutch pedal 4, the change to the idling stop can be carried out to stop the engine 1 even in the case of a driver who shifts to the neutral position at the time of deceleration of the vehicle before stopping the vehicle.
• a control flow shown in FIG. 3 is executed, for example, when the vehicle 100 comes to a stop, or during a stop of the vehicle 100. This control flow is executed, for example, repeatedly at predetermined intervals.
• step SI the ECU 30 determines whether or not the clutch pedal 4 is in a deep-side state, that is, a state of being at a deep side. That is, the ECU 30 determines whether or not the clutch pedal 4 has been depressed to a deep position (the large stroke region St3).
• the ECU 30 makes an affirmative determination in step S 1 when the clutch lower switch 23 is outputting the on-signal. If the result of the determination in step SI is that the clutch pedal 4 is in the deep-side state(YES in step S I), the process proceeds to step S3. If not (NO in step SI ), the process proceeds to step S2.
• step S2 the ECU 30 prohibits the stopping of the engine.
• the ECU 30 prohibits the idling stop and continues the operation of the engine 1 .
• step S2 the control flow ends.
• step S3 the ECU 30 permits the stopping of the engine.
• the ECU 30 permits the stopping of the engine 1 because the clutch stroke is in the large stroke region SO and the transfer of power between the engine 1 and the driving wheels 3 is cut off.
• the ECU 30 stops the engine 1 , and proceeds to the idling stop. After step S3 is executed, the control flow ends.
• the stopping of the engine is permitted in the case where the transmission 2 is in the neutral position. That is, the ECU 30 permits the stopping of the engine in the case of satisfaction of at least one of a condition that the clutch pedal 4 is completely depressed and a condition that the shift position of the transmission 2 is the neutral position.
• the condition that the clutch pedal 4 is completely depressed is a condition that the clutch lower switch 23 is outputting the on-signal in this embodiment, the condition is not limited so.
• the condition that the clutch pedal 4 is completely depressed includes a condition that the clutch 3 is disengaged, and a condition that the clutch 3 is substantially disengaged.
• FIG 4 shows an illustrative diagram of the basic engine stop-start control.
• the vertical axis shows the clutch stroke
• the horizontal axis shows the shift position.
• the clutch stroke becomes smaller toward the upper side, and becomes larger toward the lower side.
• a right hand-side half region represents the neutral position (N)
• a left hand-side half represents a shift position for the traveling of the vehicle.
• the shift positions for traveling include the shift positions for forward traveling and the shift position for reverse traveling (R).
• the plurality of shift positions for forward traveling are also collectively termed the shift position (D) for forward traveling.
• Region RDl the shift position is a position for traveling (D or R), and the clutch stroke is in the small stroke region Stl .
• Region RD2 the shift position is a position for traveling (D or R), and the clutch stroke is in the intermediate stroke region St2.
• Region RD3 the shift position is a position for traveling (D or R), and the clutch stroke is in the large stroke region St3.
• Region R 1 the shift position is the neutral position (N), and the clutch stroke is in the small stroke region Stl .
• Region RN2 the shift position is the neutral position (N), and the clutch stroke is in the intermediate stroke region St2.
• Region RN3 the shift position is the neutral position (N), and the clutch stroke is in the large stroke region St3.
• the ECU 30 permits the stopping of the engine in the regions RD3, RN 1 , RN2 and RN3, and prohibits the stopping of the engine in the regions RDl and RD2. Therefore, for example, if the vehicle stops in the region RD3 with the clutch pedal 4 completely depressed and the position D for forward traveling maintained, the stopping of the engine is permitted and the idling stop is started. If from this state, the shift position is placed at the neutral position, the stop of the engine remains permitted even after the clutch pedal 4 is released from the depressed state. Therefore, the driver is allowed to move his foot away from the clutch pedal 4 in order to rest the leg, so that the driver's burden of operating the clutch can be lightened.
• the operation of the clutch pedal 4 in the direction of engaging the clutch 3 while the shift position is a position for traveling is used as a trigger condition for starting the engine I . That is, even after the shift position is changed to a position for traveling, the idling stop can be continued until the operation of engaging the clutch 3 is started. Thus, the fuel economy can be improved.
• the starting of the engine 1 is also prohibited if there is a shift operation from the neutral position to a shift position for traveling during the state of the small stroke region Stl as shown by an arrow Y3, or a shift operation from the neutral position to a shift position for traveling during the state of the intermediate stroke region St2 as shown by an arrow Y4.
• the engine I is started at a shift position for traveling during the state of the small stroke region Stl or the intermediate stroke region St2
• the engine 1 may be started with a state in which power can be transferred between the engine .1 and the driving wheels 7.
• the vehicle control apparatus 1-1 of this embodiment is capable of executing a first engine stop-start control in addition to the basic engine stop-start control or instead of the basic engine stop-start control.
• FIG 5 is a flowchart showing an engine starting control of the first engine stop-start control.
• FIG. 6 is an illustrative diagram of the first engine stop-start control.
• the stopped state of the engine is maintained.
• the clutch pedal 4 is completely depressed in a short time from a state in the region KN 1 where the engine 1 is stopped, the engine 1 is not started but is kept in the stopped state despite the passage through the region RN2. That is, when the clutch 3 is operated in the disengaging direction during the stopped state of the engine 1 while the shift position is the neutral position, the vehicle control apparatus 1 -1 keeps the engine 1 in the stopped state if the clutch 3 is disengaged in the short time, but starts the engine 1 if the clutch 3 is not disengaged in the short time. This restrains the incidence of the engine 1 being started every time the clutch 3 is operated during the idling stop, and makes it possible to realize an engine starting control that matches the driver's intention. Besides, the idling stop duration can be extended.
• the stop of the engine is continued if the clutch pedal 4 is completely depressed in a short time. Since the stop of the engine 1 is continued until a returning operation of the clutch pedal 4 (Y2) is performed to cause the vehicle to start tiaveling from the ready-to-start state at a shift position for traveling, it becomes possible to lengthen the idling stop duration as much as possible.
• step S 11 the ECU 30 determines whether or not the engine 1 is in the stopped state. If the result of the determination is that the engine is in the stopped state (YES in step Sl l), the process proceeds to step S 12. If not (NO in step SI 1), this control flow ends.
• step S 12 the ECU 30 determines whether or not the shift position is the neutral position.
• the ECU 30 is able to perform the determination on the basis of the result of detection by the shift position sensor 29. If the result of the determination in step S 12 is that the shift position is the neutral position (YES in step S 12), the process proceeds to step S 13. If not (NO in step S 12), the process proceeds to step S 14.
• step SI 3 the ECU 30 determines whether or not an intermediate clutch position state (state in which the clutch pedal 4 is at a position in the intermediate stroke region St2) has continued for at least a prescribed time (predetermined time).
• step S I 3 it is determined whether or not the clutch 3 is disengaged (the large stroke region St3 is reached) within a predetermined time following the start of the operation of the clutch 3 in the disengaging direction.
• the ECU 30 determines whether or not the state in which the both the clutch upper switch 22 and the clutch lower switch 23 are outputting the off-signals, that is, the state in which the clutch stroke is in the intermediate stroke region St2, has continued for the predetermined time or longer.
• the prescribed time can be determined as appropriate on the basis of an adaptation experiment or the like.
• the prescribed time may be, for example, 800 ms.
• step S13 If the result of the determination in step S13 is that the intermediate clutch position state has continued for at least the prescribed time (YES in step S I 3), the process proceeds to step S 15. If not (NO in step S 13), this control flow ends.
• step SI 4 the ECU 30 determines whether or not the clutch pedal 4 has changed from the deep-side state (large stroke region St3) to a not-deep-side state in which the clutch pedal 4 is not at the deep side.
• the ECU 30 makes an affirmative determination in step S14 if the output of the clutch lower switch 23 changes from the on-signal to the off-signal. If the result of the determination in step S14 is that the clutch pedal 4 has changed from the deep side state to a not-deep-side state (YES in step SI 4), the process proceeds to step SI 5. If not (NO in step SI 4), this control flow ends.
• step SI 5 the ECU 30 starts the engine 1.
• the ECU 30 re-starts the engine 1 from the stopped state if step SI 5 is executed after an affirmative determination is made in step SI 3. Due to this operation, the engine 1 can be kept in an operating state with the intermediate stroke region St2 of the clutch. Hence, when the driver performs a shift operation from the neutral position to a shift position for traveling during the state of the intermediate stroke region St2, the vehicle 100 can be immediately taken off.
• step SI 5 is executed after an affirmative detennination is made in step SI 4
• the ECU 30 starts the engine 1. Because the shift position is a position for traveling and the clutch pedal 4 is no longer in the deep side state (see an arrow Y2 in FIG. 6), an operation that corresponds to the driver's intention to take off the vehicle is considered to be detected, and then the engine ! is started. After step S 15 is executed, this control flow ends.
• the first engine stop-start control it is possible to achieve both the restraint of the prohibition of the starting of the engine in response to the shift operation (Y4) during the state of the intermediate stroke region St2 and the extension of the idling stop duration.
• the shift position is changed during the state of the intermediate stroke region St2
• the stop of the engine is maintained, so that a long engine stop duration can be secured.
• FIG 7 is a flowchart showing an engine starting control of a second engine stop-start control.
• FIG. 8 is an illustrative diagram of the second engine stop-start control.
• cases can be conceived in which the start timing of the engine 1 cannot be accurately determined by the basic engine stop-start control or the above-described first engine stop-start control.
• An example of the cases is a case where from a state in which the shift position is the neutral position and the clutch pedal 4 has been completely depressed (region RN3), a driver releases the clutch pedal 4 simultaneously with shifting to a shift position for traveling (see an arrow Y6 in FIG. 8).
• the starting of the engine is permitted for the shift operation from the neutral to a shift position for traveling.
• the starting of the engine 1 is permitted in the case where the elapsed time from when the operation of engaging the clutch 3 is started to when the operation to a shift position for traveling is performed is short, and the starting of the engine 1 is prohibited in the case where the elapsed time is long.
• the engine 1 can be started even if the timing of releasing the clutch pedal 4 is slightly earlier than the timing of changing the shift position to a position other than the neutral position when the clutch pedal 4 is in the depressed state with the shift position being the neutral position.
• the second engine stop-start control can be executed instead of or in combination with the above-described basic engine stop-start control or the above-described first engine stop-start control.
• FIG. 7 An engine starting control of the second engine stop-start control will be described with reference to FIGS. 7 and 8.
• the control flow shown in FIG 7 is executed, for example, repeatedly at predetermined intervals during the stopped state of the vehicle 100.
• step S21 the ECU 30 determines whether or not the engine 1 is in the stopped state. If the result of the deterrnination is that the engine 1 is in the stopped state (YES in step S21), the process proceeds to step S22. If not (NO in step S21), this control flow ends.
• step S22 the ECU 30 determines whether or not the shift position is the neutral position. If the result of the determination is that the shift position is the neutral position (YES in step S22), this control flow ends. If not (NO in step S22), the process proceeds to step S23.
• step S23 the ECU 30 determines whether or not the time from when the clutch pedal 4 leaves the deep side to when the shift position is placed at a position other than the neutral position is less than or equal to a prescribed value.
• the ECU 30 defines a time when the clutch lower switch 23 turns to the off-state as a measurement starting point, and measures an elapsed time therefrom until the shift position detected by the shift position sensor 29 changes from the neutral position to a shift position for traveling, in other words, an elapsed time from when the clutch pedal 4 starts to be operated until the shift position is changed.
• This elapsed time is an elapsed time from a time at which there is a change from the region RN3 to the region RN2 to a time at which there is a change from the region RN2 to the region RD2 in a series of operations shown by an arrow Y6 in FIG. 8. If this elapsed time is short, it can be estimated that the present region is a region RD22, of the region RD2, which corresponds to the disengaged state of the clutch 3. On the other hand, in the case where the elapsed time is long, the clutch 3 is highly likely to have already been engaged. Therefore, at the time point when the shift operation to a shift position for traveling is performed, the region RD21 in the region RD2 which corresponds to the engaged state of the clutch 3 can be estimated to have been reached.
• step S23 In the case where the elapsed time from when the clutch pedal 4 leaves the deep side to when the shift position is placed at a position other than the neutral position is less than or equal to a prescribed value that is determined beforehand, the ECU 30 makes an affirmative determination in step S23.
• This prescribed value is determined as appropriate on the basis of an adaptation experiment or the like. The prescribed value may be set at, for example, 800 ms. If in step S23 an affirmative determination is made (YES in step S23), the process proceeds to step S24. If not (NO in step S23), this control flow ends.
• step S24 the ECU 30 starts the engine 1. After the engine 1 is started in step S24, this control flow ends.
• the second engine stop-start control when the shift position is changed from the neutral position to a shift position for traveling in the manual transmission during the stopped state of the engine 1 , the starting of the engine 1 is permitted in the case where the amount of slip of the clutch 3 is large, and the starting of the engine 1 is prohibited in the case where the amount of slip of the clutch 3 is small.
• the case where the amount of slip of the clutch 3 is large includes the case where the clutch 3 is disengaged, and may further include the case where although the clutch 3 is engaged, the amount of power that can cause the vehicle 100 to travel is not transferred to the driving wheels 7.
• the amount of slip of the clutch there is no need to actually measure the amount of slip of the clutch, and it may be determined whether the amount of slip of the clutch is greater than a predetermined value on the basis of the stroke of the clutch or the degree of engagement of the clutch.
• the degree of engagement of the clutch differs depending on the elapsed time from the start of the returning operation of the clutch 4 as well. Large amounts of slip or large rates of slip of the clutch correspond to small degrees of engagement of the clutch 3. On the other hand, small amounts of slip Or small rates of slip of the clutch 3 correspond to large degrees of engagement of the clutch 3.
• the second engine stop-start control it can be appropriately determined whether or not to permit the starting of the engine 1, also in the case where the clutch pedal 4 is released simultaneously with the operation to a shift position for traveling.
• the second engine stop-start control it is determined whether or not to permit the starting of the engine on the basis of the time from when the clutch pedal 4 is released to when the shift position is placed at a position other than the neutral position. If the time from when the clutch pedal 4 is released to when the shift position is placed at a position other than the neutral position is short, the engine 1 is started. Tf the aforementioned time is long, the starting of the engine 1 is prohibited.
• whether or not to permit the starting of the engine 1 may be determined on the basis of the state of operation of the brake in addition to the time from when the clutch pedal 4 leaves the deep side to when the shift position is placed at a position other than the neutral position, For example, in the case where the brake-off operation is performed along with a shift operation or a clutch operation, the accuracy of the determination regarding the driver's intention to start the vehicle is increased. In the case where the accuracy of the determination regarding the driver's intention to start the vehicle is high, the prescribed value of time for use in step S23 may be made greater than in the case where the certainty thereof is low.
• the range of the clutch stroke that permits the starting of the engine is expanded to the engagement side in the case where the certainty of the driver's intention to cause the vehicle to start travelling is high. Therefore, a starting control of the engine 1 that matches the driver's intention can be achieved.
• the operation that indicates the driver's intention to cause the vehicle to start travelling is not limited to a brake operation.
• an operation of depressing the accelerator pedal and an operation of turning off the parking brake are included in the operation that indicates the driver's intention to cause the vehicle to start travelling.
• the prescribed value for use in step S23 may be variable on the basis of the traveling environment or the like. For examples, when the vehicle is in the stopped state on an uphill road, it is preferable that the frequency of prohibition of the starting of the engine be low. Therefore, on an up-hill grade road, the prescribed value of time for use in step S23 may be made greater than on a flat road. Besides, on an up-hill grade road, the starting of the engine may be permitted regardless of the time from then the clutch pedal 4 leaves the deep side to when the shift position is placed at a position other than the neutral position.
• the vehicle control apparatus 1-1 is equipped with a clutch stroke sensor capable of linearly detecting the clutch stroke, it can be accurately determined whether or not the starting of the engine can be permitted on the basis of the clutch stroke. For example, at the moment when the shift position changes from the neutral position to a position other than the neutral position, the vehicle control apparatus detects the then position of the clutch 3 (clutch stroke) and the speed of change in position. From the result of the detection, it can be determined whether or not the clutch engaging point Stm will be reached before the engine 1 is started, if the starting of the engine 1 is performed. It is appropriate that the starting of the engine be permitted only when it is predicted that the engaging point Stm wi!l not be reached before the engine 1 is started. With this arrangement, it can be accurately determined whether or not the engine 1 can be starte ' d before the engaging point Stm is reached, on the basis of the actual clutch operation.
• FIG 9 is a flowchart showing an engine starting control of a third engine stop-start control.
• FIG 10 is an illustrative diagram of the third engine stop-start control.
• the determination as to whether to start the engine is performed on the basis of the state of operation of the brake instead of the state of the clutch 3 or in addition to the state of the clutch 3.
• the engine 1 is stopped only when the brake is on. That is, in the case where the shift position is a position for traveling and the clutch pedai 4 has been completely depressed, the engine 1 is automatically started on a trigger condition that the brake is off. This will restrain the feeling of lag at the time of starring the engine.
• the determination regarding the starting of the engine based on the state of operation of the brake is made valid only in the case where the shift position is a position for traveling which is other than the neutral position.
• the degree of relevance between the state of operation of the brake and the driver's intention to cause the vehicle to start travelling is not high.
• the driver operates the parking brake and returns the brake pedal.
• the brake-off operation at this time is not an operation that indicates the driver's intention to cause the vehicle to start travelling.
• the brake operation performed while the shift position is the neutral position is adopted as a condition for automatic stop of the engine 1 , the start or stop of the engine 1 may be performed apart from the driver's intention.
• the engine starting condition employed in the case where the shift position is the neutral position does not include the state of operation of the brake. That is, in the case where the shift position is the neutral position, the engine 1 is automatically started on the basis of at least one of the clutch operation and the shifting operation, regardless of the state of operation of the brake. Hence, an engine stop-start control that matches the intention of the driver can be performed.
• the automatic stopping of the engine 1 is performed on the basis of at least one of the condition that the clutch 3 is disengaged and the condition that the shift position is the neutral position.
• FIG. 9 an engine starting control of the third engine stop-start control will be described.
• the control flow shown in FIG 9 is executed, for example, repeatedly at predetermined intervals while the vehicle 100 is in the stopped state.
• step S31 the ECU 30 determines whether or not the engine I is in the stopped state. If the result of the determination is that the engine 1 is in the stopped state (YES in step S31 ), the process proceeds to step S32. If not (NO in step S31), this control flow ends.
• step S32 the ECU 30 determines whether or not the shift position is the neutral position. If the result of the determination is that the shift position is the neutral position (YES in step S32), this control flow ends. If not (NO in step S32), the process proceeds to step S33.
• step S33 the ECU 30 determines whether or not the clutch pedal 4 is in a deep-side state (large stroke region St3). If the result of the determination is that the clutch pedal 4 is in the deep-side state (YES in step S33), the process proceeds to step S34. if not (NO in step S33), the process proceeds to step S35.
• step S33 it is permissible to provide an arrangement such that an affirmative determination is made if the clutch pedal 4 changes from the deep-side state to a not-deep-side state, as in step S I 4.
• step S34 the ECU 30 determines whether or not a brake-off state is present.
• step S34 it is determined whether or not a returning operation of the brake pedal has been performed. This determination may be performed either on the basis of the absolute value of the amount of brake operation or on the basis of change in the amount of brake operation. In the case where it is determined whether or not the bTake-off state is present on the basis of the absolute value of the amount of brake operation, reference is made to, for example, a result of detection by the brake switch 21.
• the ECU 30 makes an affirmative determination in step S34, for example, if the brake switch 21 is outputting the off-signal.
• step S34 makes an affirmative determination in step S34 if a change in the amount of brake operation which corresponds to the returning operation of the brake pedal is detected.
• step S34 If the result of the determination in step S34 is that the brake-off state is present (YES in step S34), the process proceeds to step S35. If not (NO in step S34), this control flow ends.
• step S35 the ECU 30 starts the engine 1. After the engine 1 is started in step S35, this control flow ends.
• the automatic starting of the engine 1 is performed on the basis of the condition that includes the state of operation of the brake.
• the engine 1 is started (S35) according to the earlier detected one of the returning operation of the clutch pedal 4 (NO in S33) and the operation of releasing the brake pedal (YES in S34).
• the engine 1 can be started at an appropriate timing according to the operation procedure and the operation timing of the operation of starting the vehicle which differ depending on drivers.
• the state of operation of the brake for determining whether or not to permit the starting of the engine 1 is not limited to the brake-off state.
• the state in which an operation of disengaging the brake has been performed may be adopted as a condition for permitting the starting of the engine 1.
• the operation of disengaging the brake indicates an operation of decreasing the pedal stroke of the brake pedal, that is, an operation of decreasing the braking force.
• FIG. 11 is a flowchart showing an engine stopping control in accordance with a combination of engine stop-start controls, The control flow shown in FIG 11 is executed, for example, repeatedly at predetermined intervals while the vehicle 100 is in the stopped state.
• step S41 the ECU 30 determines whether or not the shift position is the neutral position. If the result of the determination is that the shift position is the neutral position (YES in step S41 ), the process proceeds to step S42. If not (NO in step S41 ), the process proceeds to step S43.
• step S42 the ECU 30 determines whether or not the clutch pedal 4 is in the deep-side state. If the result of the determination is that the clutch pedal 4 is in the deep-side state (YES in step S42), the process proceeds to step S44. If not (NO in step S42), this control flow ends.
• step S43 the ECU 30 determines whether or not the clutch pedal 4 is in the deep-side state and the brake pedal is in a depressed state.
• the ECU 30 determines that the brake pedal is in the depressed state, for example, in the case where an operation of depressing the brake pedal is being performed, or the case where the pedal stroke of the brake pedal or the depression force on the brake pedal is increasing. If the result of the determination in step S43 is that the clutch pedal 4 is in the deep-side state and the brake pedal is in the depressed state (YES in step S43), the process proceeds to step S44. If not (NO in step S43), this control flow ends.
• step S44 the ECU 30 permits the stopping of the engine. After step S44 is executed, this control flow ends.
• FIG. 12 is a flowchart showing an engine starting control in accordance with a combination of engine stop-start controls. The control flow shown in FIG. 12 is executed, for example, repeatedly at predetermined intervals while the vehicle 100 is in the stopped state.
• step S51 the ECU 30 determines whether or not the engine is in the stopped state. If the result of the determination is that the engine is in the stopped state (YES in step S51), the process proceeds to step S52. If not (NO in step S51), this control flow ends.
• step S52 the ECU 30 determines whether or not the shift position is the neutral position. If the result of the determination is that the shift position is the neutral position (YES in step S52), the process proceeds to step S53. If not (NO in step S52), the process proceeds to step S54.
• step S53 the ECU 30 determines whether or not the intermediate clutch position state has continued for a prescribed time or longer. If in this step an affirmative determination is made (YES in step S53), the process proceeds to step S56. If not (NO in step S53), this control flow ends.
• step S54 the ECU 30 determines whether or not the time from when the clutch pedal 4 is released to when the shift position is placed at a position other than the neutral position is less than or equal to a prescribed value.
• the ECU 30 makes an affirmative determination in step S54 if the time from when the clutch lower switch 23 changes to the off-state to when the shift position is placed at a position other than the neutral position is less than or equal to the prescribed value. If in step S54 an affirmative determination is made (YES in step S54), the process proceeds to step S56. If not (NO in step S54), the process proceeds to step S55.
• step S 55 the ECU 30 determines whether or not the brake pedal has been released.
• the ECU 30 makes an affirmative determination in step S55 if a returning operation of the brake pedal is detected. If the result of the determination in step S55 is that the brake pedal has been released (YES in step S55), the process proceeds to step S56. If not (NO in step S55), this control flow ends.
• step S56 the ECU 30 starts the engine 1. After the engine 1 is started in step S56, this control flow ends.
• the engine stop-start control of automatically stopping or starting the engine 1 is executed while the vehicle 100 is in the stopped state, this is not restrictive.
• a control of automatically stopping or starting the engine 1 may also be performed while the vehicle 100 is traveling, For example, when the engine 1 is in an idling state during deceleration of the vehicle 100, the engine 1 may be stopped on the basis of the automatically stopping condition in the engine stop-start controls of the foregoing embodiments.
• the engine 1 when the engine 1 is in the stopped state while the vehicle 1 is traveling, the engine 1 may be started on the basis of the automatically starting condition in the engine stop-start controls of the embodiments.
• the starting of the engine be able to be performed more promptly than while the vehicle is in the stopped state.
• the engine 1 be able to be quickly restarted according to the driver's intention to accelerate the vehicle.
• the driver's intention to accelerate the vehicle during deceleration of the vehicle can be detected earliest by the state of operation of the brake.
• the state of operation of the brake be included in the determination condition regarding the starting of the engine, That is, in the engine stop-start controls of the embodiments, it is preferable that the determination regarding the starting of the engine during the traveling of the vehicle be performed on the basis of the state of operation of the brake.
• the third engine stop-start control whether or not to perform the automatic start of the engine 1 on the basis of the state of operation of the brake is determined variably according to the shift position during the stopped state of the vehicle whereas, during the traveling of the vehicle, the engine 1 may be automatically started on the basis of the state of operation of the brake regardless of the shift position.
• condition regarding the state of operation of the brake for permitting the starting of the engine can be, for example, a condition that the brake is in the off- state, or a condition that an operation of disengaging the brake is being performed.
• condition for permitting the starting of the engine may be a state in which the vehicle has changed from deceleration to acceleration due to a returning operation of the brake pedal, or the like.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

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• 2011
  • 2011-01-14 JP JP2011006429A patent/JP2012149521A/ja active Pending
• 2012
  • 2012-01-12 WO PCT/IB2012/000033 patent/WO2012095733A1/en active Application Filing

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