JP2021134708A - Control device - Google Patents

Abstract

To properly perform automatic stop of an engine in a vehicle provided with a manual transmission.SOLUTION: An ECU 30 is applied to a vehicle that comprises an engine 10, a transmission 13, a clutch 12, a neutral detection device 33 for detecting that a shift position of the transmission 13 is in a neutral position, and the ECU performs idling stop control for automatically stopping the engine 10 when predetermined automatic stop conditions including a neutral detection state are satisfied. The ECU includes an acquisition part that acquires driver operation information relating to acceleration of the vehicle or a gear change in the transmission 13 in the neutral detection state, a determination part that determines whether or not the neutral detection state is correct on the basis of the driver operation information acquired by the acquisition part, and a control part that performs limiting control so that the engine 10 is not automatically stopped when the neutral detection state is determined to be incorrect.SELECTED DRAWING: Figure 2

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 are being made to improve the fuel efficiency of the vehicle by automatically stopping the engine of the vehicle (so-called idling stop) when the vehicle meets certain conditions such as when the vehicle is stopped. For example, in the idling stop system of an AT vehicle of 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, in the idling stop system, the engine is automatically stopped and restarted as appropriate while directly depending on the detection result of the shift position. Therefore, it is necessary to correctly detect the shift position, and it is appropriately determined whether or not there is an abnormality in the detection result of the shift position sensor that detects the shift position. For example, when multiple shift positions are detected at the same time, or when the vehicle speed is not zero even though it is detected as being in the parking position, the detection result of the shift position sensor and the vehicle condition are inconsistent. It is determined that a sensor abnormality has occurred. Then, when the abnormality occurs, the implementation of automatic stop is prohibited.

Japanese Patent No. 3959846

By the way, in the case of an MT vehicle having a manual transmission, the shift position sensor is not provided because the shift change is left to the manual operation of the driver, and the neutral position is detected by the neutral switch. The engine is automatically stopped on the condition that it is in the neutral detection state. Here, in the case of the neutral switch, unlike the shift position sensor, it is difficult to determine the abnormality by simply comparing the detection result with the vehicle condition. Therefore, if the neutral detection state is erroneously detected by the neutral switch, there is a concern that the engine will 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 a main object thereof is to provide a control device capable of appropriately executing an automatic stop of an engine in a vehicle provided 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 shift position of the manual transmission is in the neutral position. The engine is automatically stopped when a predetermined automatic stop condition is satisfied, including 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 performs idling stop control to restart the engine when a predetermined restart condition is satisfied after automatic stop.
In the neutral detection state, an acquisition unit that acquires driver operation information regarding acceleration of the vehicle or shifting of the manual transmission, and an acquisition unit.
Based on the driver operation information acquired by the acquisition unit, a determination unit that determines whether or not the neutral detection state is correct, and a determination unit.
The engine includes a control unit that performs limit control so that the engine does not automatically stop when it is determined that the neutral detection state is not correct.

In the above configuration, a neutral detection device is provided in a vehicle equipped with a manual transmission (MT vehicle), 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 the 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 the neutral running state where the shift position of the manual transmission is actually in the neutral position, it is unlikely that the acceleration operation by depressing the accelerator of the driver or the clutch operation by depressing the clutch of the driver will be performed. Therefore, if the driver performs an acceleration operation or a clutch operation in the neutral detection state by the neutral detection device, 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, the driver operation information regarding the acceleration of the vehicle or the shift of the manual transmission is acquired, and based on the driver operation information, it is determined whether or not the neutral detection state is correct. bottom. Then, when it is determined that the neutral detection state is not correct, limit control is performed so that the engine does not automatically stop. In this case, it is possible to grasp the driver's vehicle acceleration intention or shift intention from the driver operation information, and by using the driver operation information indicating them, it is properly determined whether or not the neutral detection state is correct each time. can. As a result, the automatic engine can be properly stopped in the vehicle equipped with the manual transmission.

In the second means, the acquisition unit acquires the accelerator operation information by the driver in the neutral detection state when the vehicle is traveling, and the determination unit obtains the accelerator operation information by the driver as the driver operation information. When it indicates the intention to accelerate the vehicle, it is determined that the neutral detection state is not correct.

When the vehicle is running with the shift position of the manual transmission in the neutral position, the vehicle is in an inertial running state, and it is considered unlikely that the driver will operate the accelerator in that inertial running state. .. Therefore, it is possible to properly determine whether or not the neutral detection state is correct each time based on the driver's intention to accelerate the vehicle, which is grasped from the accelerator operation in the neutral detection state.

In the third means, the acquisition unit acquires the clutch operation information by the driver in the neutral detection state when the vehicle is traveling, and the determination unit obtains the clutch operation information by the driver as the driver operation information. When it indicates the intention to shift gears, it is determined that the neutral detection state is not correct.

If the vehicle is running with the shift position of the manual transmission in the neutral position, the vehicle is in a coasting state, and in that coasting state, it is unlikely that the driver will operate the clutch or shift. Be done. Therefore, it is possible to properly determine whether or not the neutral detection state is correct each time based on the driver's shift intention grasped from the clutch operation in the neutral detection state.

In the fourth means, 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, the control unit said. Cancel the implementation of limit control.

As described above, it is unlikely that the driver's accelerator acceleration operation or clutch operation will be performed in the neutral running state of the vehicle, and based on the accelerator acceleration operation or clutch operation in the neutral detection state, that is, the driver's vehicle acceleration intention or shift intention. It is possible to determine whether or not the neutral detection state is correct each time. However, it is conceivable that the driver intentionally or erroneously performs the accelerator acceleration operation or the clutch operation in the actual neutral driving state. In this case, if it is still determined that the neutral detection state is incorrect, the chance of automatic engine stop is reduced unnecessarily. In this regard, after it is determined that the neutral detection state is not correct, when the neutral detection device detects that the shift position is not in the neutral position (that is, when it is determined that the gear-in state is reached), the limit control is executed. Since the configuration is such that the automatic stop of the engine is released, it is possible to prevent the restriction on the automatic stop of the engine (that is, the prevention of the automatic stop of the engine) from being unnecessarily enforced.

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

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

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

The clutch 12 connects or disconnects the power transmission path between the engine 10 and the transmission 13. The clutch 12 includes a disk 12a (flywheel or the like) on the engine 10 side connected to the crankshaft 11 and a disk 12b (clutch disk or the like) on the transmission 13 side connected to the input shaft 14. .. The clutch 12 is adapted so that both disks 12a and 12b can be switched to either a contact state or a separated state by a driver stepping on the clutch pedal 21 or releasing the stepping on the clutch pedal 21. When the clutch pedal 21 is stepped on by the driver, the discs 12a and 12b are separated from each other, the power from the engine 10 to the transmission 13 is cut off, and when the stepping operation is released, the discs 12a and 12b are released. Power is transmitted from the engine 10 to the transmission 13 in contact with each other.

The transmission 13 is a manual transmission in which the shift position (gear ratio) can be switched by the 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. Wheels 18 are connected to the axles 17 and rotate with the wheels 18. Further, the wheels 18 are provided with a brake that applies a braking force to each wheel 18.

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

Regarding the sensors, the ECU 30 has an accelerator sensor 31 for detecting the depression operation amount of the accelerator pedal (not shown), a clutch sensor 32 for detecting the depression operation of the clutch pedal 21, and a shift position of the shift device 22 in the neutral position. A neutral detection device 33 for detecting whether or not the vehicle speed is connected, a vehicle speed sensor 34 for detecting the vehicle speed, and the like are connected, and the detection signals of each of these sensors are sequentially input to the ECU 30. In addition, this system is also equipped with a rotation speed sensor, a load sensor (air flow meter, intake pressure sensor), and the like.

The clutch sensor 32 detects that the clutch pedal 21 has been depressed and that the clutch pedal 21 has been released. The neutral detection device 33 is a neutral switch that detects whether or not the shift position of the shift device 22 is in the neutral position. The neutral detection device 33 outputs an on signal in the neutral detection state in which the shift position of the shift device 22 is detected to be in the neutral position, and turns off in the gear-in detection state in which the shift position is detected to be in the gear-in position instead of the neutral position. Output a signal.

Next, the idling stop control implemented in the above system configuration will be described in detail. As a general rule, the idling stop control automatically stops the engine 10 when a predetermined automatic stop condition is satisfied, and then restarts the engine 10 when a predetermined restart condition is satisfied. 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 smaller than the predetermined speed. Is done. The ECU 30 determines whether or not the automatic stop condition is satisfied based on the detection signals input from the clutch sensor 32, the neutral detection device 33, and the vehicle speed sensor 34.

The engine restart condition includes that the shift position is in the neutral position and that the clutch pedal 21 is depressed. The ECU 30 determines whether or not the restart condition is satisfied based on the detection signals input from the clutch sensor 32 and the neutral detection device 33.

As described above, the automatic stop and restart of the engine 10 is conditioned on the shift position being in the neutral position. If the neutral detection state by the neutral detection device 33 is incorrect, that is, when the gear of the transmission 13 is engaged and the engine 10 is automatically stopped, a large current is applied to the starter 19 at the time of subsequent restart. Will flow, and there is a concern that it may cause a failure of the starter 19. Therefore, it is necessary to determine whether or not the neutral detection state is correct.

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

Therefore, in the present embodiment, in the neutral detection state, the driver operation information regarding the acceleration of the vehicle or the shift of the transmission 13 is acquired, and based on the driver operation information, it is determined whether or not the neutral detection state is correct. Then, when it is determined that the neutral detection state is not correct, limit control is performed so that the engine 10 does not automatically stop. In this case, in particular, when it is determined that the neutral detection state is not correct, the automatic stop of the engine 10 is prohibited as a limiting control.

The ECU 30 may acquire the accelerator operation information by the driver in the neutral detection state as the driver operation information. In this case, when the accelerator operation information indicates the driver's intention to accelerate the vehicle, it is determined that the neutral detection state is not correct. Further, the ECU 30 may acquire the clutch operation information by the driver in the neutral detection state as the driver operation information. In this case, when 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 process according to this flowchart is executed by the ECU 30 at a predetermined cycle.

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

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

In S13, it is determined whether or not the detection signal of the neutral detection device 33 has changed from off to on, that is, whether or not the gear-in detection state has changed to the neutral detection state. Then, when S13 is affirmed, the process proceeds to S14, and the normal determination flag F1 is set to 1.

After the normality determination flag F1 is set to 1, the process proceeds from S12 to S21. In S21, it is determined whether or not the prohibition flag F2 for prohibiting the automatic stop of the engine is 0. The initial value of the prohibition flag F2 is 0, and 1 is set when the automatic engine stop is prohibited. Then, on 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 accelerator operation information by the driver, and the detection signal of the clutch sensor 32 is acquired as the clutch operation information by the driver.

After that, in S23, it is determined whether or not the driver has an intention to accelerate the vehicle. At this time, it is determined whether or not the accelerator operation information acquired in S22 indicates the driver's intention to accelerate the vehicle. More specifically, the vehicle is determined to have an intention to accelerate based on the fact that the accelerator-on state continues for a predetermined time (for example, several seconds) in the neutral detection state, and the accelerator pedal is stepped on in the neutral detection state. Based on the above, it is determined that there is an intention to accelerate the vehicle. Alternatively, in the neutral detection state, it may be determined that there is an intention to accelerate the vehicle based on the clutch-engaged state and the accelerator-on state.

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

Then, when both S23 and S24 are denied, the process proceeds to step S25. Normally, it is unlikely that the accelerator operation or clutch operation will be performed in the neutral detection state, and it is assumed that both S23 and S24 are denied. In S25, it is determined whether or not the detection signal of the neutral detection device 33 has changed from on to off, that is, whether or not the neutral detection state has changed to the gear-in detection state. Then, when S25 is affirmed, the process proceeds to S29, and the normality determination flag F1 is reset to 0. For example, when switching from running in the neutral detection state to running in the gear-in detection state, S25 is affirmed, and the normal determination flag F1 is reset to 0 in S29.

Further, when S25 is denied and the process proceeds to S26, it is determined whether or not each condition other than the neutral detection state is satisfied as the 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 ends as it is. In S27, the engine 10 is automatically stopped.

If any of S23 and S24 is affirmed, the process proceeds to step S28. At this time, in the situation where the accelerator operation or the clutch operation is performed in the neutral detection state, it is considered that the neutral detection state by the neutral detection device 33 is not correct, and the prohibition flag F2 is set to 1 in S28. In the following S29, the normality determination flag F1 is reset to 0.

Returning to S12, if the normal 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 or not the detection signal of the neutral detection device 33 has changed from on to off, that is, whether or not 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 situation where the normal determination flag F1 is 0 is either a case where the neutral detection device 33 is in the gear-in detection state or a case where the neutral detection state is erroneously detected. Of these, in the latter case, it is considered that the neutral detection device 33 is stuck on, but the change from the neutral detection state 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), the engine is operated when the driver intentionally or erroneously performs an accelerator acceleration operation or a clutch operation. It is not desirable that automatic stop is prohibited. Therefore, the prohibition flag F2 is reset to 0 in order to allow the automatic engine stop again.

Next, the idling stop control in the present embodiment will be described more specifically with reference to 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 accelerator operation information of the driver that the neutral detection state is erroneously detected.

In FIG. 3, at the timing t11, the vehicle is in an accelerating state by the accelerator on operation, and the clutch disengagement operation is performed by the driver under that state, and at the subsequent timing t12, the actual shift position is changed from the gear-in position by the operation of the shift device 22. It can be switched to the neutral position. At this 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 normal determination flag F1.

After that, at the 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 the timing t12, the output of the neutral detection device 33 remains on. 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 the timing t14, the clutch engagement operation is performed by the driver.

After that, at the timing t15, the accelerator operation information and the clutch operation information by the driver are acquired in the neutral detection state, and 1 is set to the prohibition flag F2 for prohibiting the automatic engine stop based on each of the information. Further, the normal determination flag F1 is reset to 0. At this time, according to the accelerator operation information and the clutch operation information, it is possible to grasp that the driver has an intention to accelerate the vehicle. Then, based on the vehicle acceleration intention, the neutral detection state at the present time is regarded as an error, and the subsequent automatic engine stop is prohibited.

Supplementally, at timing t15, the driver is operating the accelerator on under the clutch engaged state, and it can be inferred that the driver intends to accelerate the vehicle at this time. From this, it can be inferred that the neutral detection state is an error. In a situation where the neutral detection state cannot be detected correctly, even if the neutral detection state is set, it is possible that the engine is actually in the gear-in state, so that the automatic engine stop is prohibited.

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. Further, it may be determined that the vehicle has an intention to accelerate based on the fact that the accelerator pedal is further depressed in the neutral detection state.

If the prohibition flag F2 is set to 1 after the timing t15, the automatic engine stop is prohibited even if the automatic stop condition is satisfied in response to a decrease in vehicle speed or the like. As a result, the inconvenience that the transmission 13 is restarted while being in the gear-in state is suppressed.

FIG. 4 is a time chart showing an example in which it is determined based on the clutch operation information of the driver that the neutral detection state is erroneously detected.

In FIG. 4, at the timing t21, the vehicle is in a decelerating state due to the accelerator off, and the clutch disengagement operation is performed by the driver under that state, and at the subsequent timing t22, the actual shift position is set to neutral from the gear-in position by the operation of the shift device 22. It can be switched to the position. At this 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 normal determination flag F1.

After that, at the 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 the 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 the timing t24, the clutch engagement operation is performed by the driver.

After that, at the timing t25, the clutch operation information is acquired in the neutral detection state, and 1 is set to the prohibition flag F2 for prohibiting the automatic engine stop based on the information. Further, the normal determination flag F1 is reset to 0. At this time, according to the clutch operation information, it is possible to grasp that the driver has an intention to shift gears. Then, based on the shift intention, the neutral detection state at the present time is regarded as an error, and the subsequent automatic stop of the engine is prohibited.

Supplementally, at timing t25, it can be inferred that the driver is depressing the clutch under the clutch engaged state, and that the driver is willing to shift the transmission 13 at this time. From this, it can be inferred that the neutral detection state is an error.

If the prohibition flag F2 is set to 1 after the timing t25, the 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 the automatic engine stop is prohibited (after the prohibition flag F2 is set to 1).

In FIG. 5, at the timing t31, it is considered that the driver has an intention to shift gears based on the clutch operation information by the driver in the neutral detection state. Then, the neutral detection state at the present time is regarded as an error, and the prohibition flag F2 is set to 1. Further, the normal determination flag F1 is reset to 0. However, in this case, unlike the timing t25 of FIG. 4, the neutral detection device 33 is not stuck on, and the actual shift position and the neutral detection state match. At timing t31, it is probable that the driver mistakenly stepped on the clutch 12.

After that, at the 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 according to the switching of the actual shift position. Along with this, the prohibition flag F2 is reset to 0. As a result, the automatic engine stop is permitted again.

In FIG. 5, at the timing t33, the neutral detection device 33 is stuck on. Then, at the 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.

Hereinafter, the effects of the present embodiment will be described.

In the neutral detection state, the driver operation information regarding the acceleration of the vehicle or the shift of the transmission 13 is acquired, and based on the driver operation information, it is determined whether or not the neutral detection state is correct. Then, when it is determined that the neutral detection state is not correct, the automatic stop of the engine 10 is prohibited as a limiting control. In this case, it is possible to grasp the driver's vehicle acceleration intention or shift intention from the driver operation information, and by using the driver operation information indicating them, it is properly determined whether or not the neutral detection state is correct each time. can. As a result, the automatic stop of the engine 10 can be properly carried out in the vehicle equipped with the transmission 13.

Whether or not the neutral detection state is correct can be appropriately determined each time by the driver's intention to accelerate the vehicle, which is grasped from the accelerator operation in the neutral detection state.

It is possible to properly determine whether or not the neutral detection state is correct each time by the driver's shift intention grasped from the clutch operation in the neutral detection state.

After it is determined that the neutral detection state is incorrect, when the neutral detection device 33 detects that the shift position is not in the neutral position (that is, when it is determined that the gear-in state is reached), the engine 10 is automatically stopped. Since the prohibition is lifted, it is possible to prevent the automatic engine stop from being unnecessarily enforced.

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

The control unit (ECU 30) and its method described in the present disclosure are dedicated 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 controls and methods thereof described in the present disclosure may be implemented by a dedicated computer provided by configuring the processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and method thereof described in the present disclosure may be a combination of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. It may be realized by one or more dedicated computers configured. Further, the computer program may be stored in a computer-readable non-transitional tangible recording medium as an instruction executed by the computer.

10 ... engine, 12 ... clutch, 13 ... transmission, 19 ... starter, 30 ... ECU, 33 ... neutral detector.

Claims (4)

The engine (10), the manual transmission (13), the clutch (12) that connects or disconnects the power transmission path between the engine and the manual transmission, and the shift position of the manual transmission are in the neutral position. A predetermined automatic stop condition, which is applied to a vehicle provided with a neutral detection device (33) for detecting the presence of the vehicle, and includes a neutral detection state in which the shift position is detected to be in the neutral position by the neutral detection device. (30), which is a control device (30) that automatically stops the engine when the above is established and performs idling stop control for restarting the engine when a predetermined restart condition is satisfied after the automatic stop.
In the neutral detection state, an acquisition unit that acquires driver operation information regarding acceleration of the vehicle or shifting of the manual transmission, and an acquisition unit.
Based on the driver operation information acquired by the acquisition unit, a determination unit that determines whether or not the neutral detection state is correct, and a determination unit.
A control device including a control unit that performs limit control so that the engine does not automatically stop when it is determined that the neutral detection state is incorrect. As the driver operation information, the acquisition unit acquires the accelerator operation information by the driver in the neutral detection state when the vehicle is traveling.
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. As the driver operation information, the acquisition unit acquires the clutch operation information by the driver in the neutral detection state when the vehicle is traveling.
The control device according to claim 1 or 2, wherein the determination unit determines that the neutral detection state is incorrect when the clutch operation information indicates a shift intention by the driver. After the determination unit determines that the neutral detection state is incorrect, the control unit cancels the execution of the restriction control when the neutral detection device detects that the shift position is not in the neutral position. The control device according to any one of claims 1 to 3.

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