JP5640914B2 - Emergency start control device - Google Patents

Description

  The present invention relates to an emergency start control device for a vehicle.

An automobile (hereinafter also referred to as a vehicle) includes an engine as a driving source thereof, a starter motor for starting the engine, a battery that supplies power to various electric devices such as the starter motor, and wheels for engine output. It is equipped with a transmission that connects and disconnects transmission.
Normally, when starting an automobile engine, an ignition key (hereinafter also referred to as an IG key) is inserted into the keyhole, and the inserted IG key is operated from the OFF position to the start position, or a key switch is operated. By operating from the OFF position to the start position, the starter motor is energized and cranked to start the engine.

  When starting the engine, if the engine output is in the state of being transmitted to the drive wheels, there will be a problem that the vehicle will start due to the output torque of the starter motor or the engine output torque generated by subsequent cranking To do. In such a state where the engine output is transmitted (hereinafter, also referred to as an output transmission state), a technique for prohibiting engine start has been developed.

  As a technique for prohibiting the starting of the engine, a technique in which a clutch switch is interposed between a battery and a starter motor is known. The clutch switch connects the battery and the starter motor when the clutch pedal is depressed, and disconnects the battery and the starter motor when the clutch pedal is not operated. Therefore, if the clutch pedal is not operated and the clutch is in the engaged state (output transmission state), cranking by the starter motor is prohibited and engine start is prohibited.

Further, in a vehicle equipped with an automatic transmission as a transmission, cranking by a starter motor is prohibited in an output transmission state in which the transmission range is set to, for example, an R (reverse) range or a D (drive) range, It is also prohibited to start the engine.
However, under certain circumstances, the prohibition of starting the engine as described above may lead to problems, and a technology that focuses on this has been developed. For example, in Patent Document 1 and Patent Document 2, it is assumed that the engine output is transmitted to the drive wheels assuming that the engine stops at a place where a malfunction occurs when the vehicle stops, such as an engine stall in a railroad crossing. However, a technique for performing cranking by a starter motor and moving the vehicle by this cranking is disclosed.

  Patent Document 1 discloses a technique for moving a vehicle by cranking with a starter motor without stepping on a clutch pedal in a vehicle equipped with a clutch. In this technology, even when the clutch switch is in the disconnected state, the battery and the starter motor are connected by pushing the IG key operated from the OFF position to the start position by the rotation operation, and the starter motor is cranked. To do. Thereby, even if there is no clutch pedal operation, a car can be moved by cranking by a starter motor.

  In Patent Document 2, in an automobile equipped with a clutch, the IG key is moved from the ON position (between the OFF position and the start position and set during engine operation) to the start position without depressing the clutch pedal. A technique for moving a vehicle by cranking by a starter motor only by operation is disclosed. In this technology, when the engine stops without operating the IG key such as engine stall to the OFF position, the starter motor is operated by operating the IG key from the ON position to the start position without operating the clutch pedal. The vehicle can be moved by cranking.

JP-A-6-16064 JP-A-11-270446

  In the technique of Patent Document 1, since the cranking by the starter motor is permitted by pushing the IG key at the start position even when the clutch pedal is not operated, the IG key is pushed at the start position. An operation different from the normal engine start operation is required. In addition, although it is assumed that a trouble occurs when the vehicle stops, such as within a railroad crossing, if the IG key is pushed in at the start position, the vehicle can be moved without operating the clutch pedal. End up. Thereby, there is a possibility that the vehicle at the time of parking or the like suddenly starts unexpectedly.

  Although the technique of Patent Document 2 assumes a place where trouble occurs when the vehicle stops, such as within a railroad crossing, when the engine stops without the IG key being operated to the OFF position in any place If the IG key is operated from the ON position to the start position, the vehicle is moved without operating the clutch pedal. Thereby, there is a possibility that the vehicle at the time of parking or the like suddenly starts unexpectedly.

  The present invention has been conceived in view of such a problem, and an object thereof is to provide an emergency start control device for a vehicle that can move the vehicle only in a place where a malfunction occurs when the vehicle stops. .

In order to achieve the above object, an emergency start control device for a vehicle according to the present invention includes an engine, a starter motor that cranks the engine by operating a key switch, and an output of the engine to a drive wheel of the vehicle. Connection / disconnection means for connecting / disconnecting transmission, vehicle position detection means for detecting the position of the vehicle, storage means for storing a non-stop area where the vehicle should not stop on the road on which the vehicle travels, and the connection / disconnection and disengaging states of means, and a position detected by the vehicle position detecting means, based on said non-stop region, and a start control means for controlling operation of the starter motor, the starting control means, the key switch is operated by the driver steering, in the case of the disconnection device is shutdown state permits the cranking by the starter motor, the key switch by the driver It is, when the disconnection device is in the connected state, if the detected position is the non-stop region by the vehicle position detecting means, to allow the cranking by the starter motor, detected by the vehicle position detecting means If the set position is not the non-stop region, cranking by the starter motor is prohibited.

The vehicle further includes a manual transmission that changes the rotational speed of the engine, and a clutch that connects and disconnects transmission of the output of the engine between the manual transmission and the engine. The connection / disconnection means is preferably the clutch.
The vehicle further includes an automatic transmission that changes a rotational speed of the engine. The automatic transmission includes a traveling state in which the output of the engine is transmitted to the drive wheels, It is preferable that a power connection / disconnection element capable of selectively switching between a non-running state in which an output is not transmitted to the drive wheel is provided, and the connection / disconnection means is the power connection / disconnection element of the automatic transmission.

The automatic transmission has a lock-up clutch, and the start control means is in a running state when the position detected by the vehicle position detecting means is the non-stop region. However, it is preferable to permit cranking by the starter motor and to connect the lockup clutch.
Moreover, it is preferable that the said non-stop area | region is in a lane of a railroad crossing or a highway.

  According to the vehicle emergency start control device of the present invention, when the connecting / disconnecting means is in the connected state, if the position of the vehicle detected by the vehicle position detecting means is the non-stop region stored in the storing means, the starter In order to allow cranking by the motor, the vehicle in the non-stop region can be moved. That is, even when the connecting / disconnecting means is in the connected state, that is, in the output transmission state in which the engine output is transmitted to the drive wheels, the vehicle is moved from the non-stop region in order to allow cranking by the starter motor. Can avoid the occurrence of defects.

  In addition, when the connecting / disconnecting means is in the disconnected state, cranking by the starter motor is permitted. When the connecting / disconnecting means is in the connected state, the position of the vehicle detected by the vehicle position detecting means is not stopped. If the vehicle is not in the region, cranking by the starter motor is prohibited, so that the vehicle in the position that is not in the non-stop region is allowed to be cranked by the starter motor only when the connecting / disconnecting means is in the disconnected state, and is not in the non-stop region In the position, the vehicle is not started unintentionally.

Thus, the vehicle can be moved only in a non-stop region such as a place where a problem occurs when the vehicle stops.
In addition, a clutch for connecting / disconnecting transmission of the output of the engine is further provided between the manual transmission and the engine, and the connecting / disconnecting means may be a clutch in a vehicle equipped with the manual transmission. Even in a connected state, the vehicle in the non-stop region can be moved.

  The automatic transmission further includes a power connection / disconnection element capable of switching between a traveling state in which the engine output is transmitted to the drive wheels and a non-traveling state in which the engine output is not transmitted to the drive wheels. And the connecting / disconnecting means is a power connecting / disconnecting element of the automatic transmission. In a vehicle equipped with the automatic transmission, even if the automatic transmission is in a running state, the vehicle is in a non-stop region. Can be moved.

  Further, the automatic transmission has a lock-up clutch, and the start control means permits cranking by the starter motor even when the automatic transmission is in a traveling state if the position of the vehicle is a non-stop region. If the lockup clutch is connected, the cranking output from the starter motor can be efficiently transmitted to the drive wheels in a vehicle equipped with an automatic transmission. Can move.

  In addition, if the non-stop area is within the railroad crossing or on the lane of the expressway, the vehicle from within the railroad crossing or on the expressway lane, even if the connecting means is connected in the lane of the railroad crossing or on the expressway Can be moved. Also, if there is a vehicle in a level crossing or not on the lane of the expressway, if the connecting / disconnecting means is in a connected state, cranking by the starter motor is prohibited, thus preventing the vehicle from moving unintentionally. be able to.

1 is a schematic diagram illustrating a configuration of an emergency start control device for a vehicle according to a first embodiment of the present invention. It is a flowchart which shows determination of the flag F (vehicle position determination) by the emergency start control apparatus of the vehicle concerning 1st Embodiment of this invention. It is a flowchart explaining the control flow by the emergency start control apparatus of the vehicle concerning 1st Embodiment of this invention. It is a figure which shows the movement of the vehicle in the level crossing concerning 1st Embodiment of this invention. It is a figure which shows the movement of the vehicle on the lane of the highway concerning 1st Embodiment of this invention. It is a schematic diagram which shows the structure of the emergency start control apparatus of the vehicle concerning 2nd Embodiment of this invention. It is a flowchart explaining the control flow by the emergency start control apparatus of the vehicle concerning 2nd Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
First, the configuration of a vehicle to which the emergency start control device according to the first embodiment is applied will be described.

[Main components of the vehicle]
As shown in FIG. 1, a vehicle 1 has an engine 2 as a driving source, a clutch (connecting / disconnecting means) 4 that connects and disconnects the output of the engine 2, and a speed change that transmits the rotational output of the engine 2 while shifting A machine (manual transmission) 5, a drive wheel 7, and a power transmission member 6 that is interposed between the transmission 5 and the drive wheel 7 and transmits rotational power are provided.

The engine 2 is a drive source for the vehicle 1. The engine 2 is configured as an internal combustion engine, and its output shaft is connected to the input shaft of the clutch 4.
The clutch 4 connects and disconnects the output transmission of the engine 2 to the drive wheel 7. The clutch 4 has an input shaft and an output shaft, and is interposed between the engine 2 and the transmission 5. The input shaft of the clutch 4 is connected to the output shaft of the engine 2, and the output shaft of the clutch 4 is connected to the input shaft of the transmission 5.

The clutch 4 is in a connected state when the engagement elements of the input shaft and the output shaft are engaged, and the output torque of the engine 2 is transmitted to the transmission 5. Further, the clutch 4 is disconnected when the engaging elements of the input shaft and the output shaft are separated from each other, and the output torque of the engine 2 is not transmitted to the transmission 5.
The transmission 5 is configured as a manual transmission, and shifts and transmits the rotational speed of the engine 2. The transmission 5 has an input shaft connected to the output shaft of the clutch 4, and the output shaft is connected to drive wheels 7 via a power transmission member 6 such as a propeller shaft, a differential, and a drive shaft.

The transmission 5 can be selected by a driver's operation between a traveling state in which the output of the engine 2 such as a forward gear and a reverse gear is transmitted and a non-traveling state in which the output of the engine 2 such as a neutral gear (neutral position) is not transmitted. Configured.
That is, when the clutch 4 is in the connected state and the traveling state in which the forward gear or the reverse gear is selected in the transmission 5, the output of the engine 2 is transmitted to the drive wheels 7 (output transmission state). Further, if the clutch 4 is in the disconnected state or the non-traveling state in which the neutral stage is selected in the transmission 5, the output of the engine 2 is not transmitted to the drive wheels 7 (output non-transmitting state).

The vehicle 1 is also equipped with a starter motor 3 that cranks and starts the engine 2 and a battery 10 that supplies power to the starter motor 3.
The starter motor 3 cranks the engine 2 and starts it. The output shaft of the starter motor 3 is connected to the crankshaft of the engine 2 via a one-way clutch. Thereby, the output torque of the starter motor 3 is transmitted to the crankshaft of the engine 2, and the output torque of the engine 2 is not transmitted to the starter motor 3. Therefore, the crankshaft of the engine 2 can be rotated by the output torque of the starter motor 3. Thereby, the engine 2 can be started.

The output torque from the starter motor 3 is transmitted to the drive wheels 7 when the clutch 4 is in the connected state and the transmission 5 is in the traveling state. That is, in the output transmission state, the vehicle 1 can be moved by cranking by the starter motor 3.
The battery 10 supplies power to an electric device such as the starter motor 3. The battery 10 and the starter motor 3 are connected via a connection / disconnection relay 11.

This connection / disconnection relay 11 connects / disconnects power supply from the battery 10 to the starter motor 3. Connection / disconnection between the battery 10 and the starter motor 3 by the connection / disconnection relay 11 is controlled by the engine ECU 20. The connection / disconnection relay 11 is a normally closed relay that disconnects the battery 10 and the starter motor 3 when not controlled.
When the connection / disconnection relay 11 is cut off, the battery 10 and the starter motor 3 are cut off. As a result, the starter motor 3 is not powered and does not perform cranking.

Further, when the connection / disconnection relay 11 is connected, the battery 10 and the starter motor 3 are connected. Thereby, the starter motor 3 is supplied with power, and cranking is performed by the driving force of the starter motor 3.
The vehicle 1 is equipped with a clutch pedal 30 that performs a clutch operation by the driver. When the clutch pedal 30 is depressed, the clutch 4 is disconnected, and when the clutch pedal 30 is not operated, the clutch 4 is connected.

The clutch pedal 30 is provided with a clutch switch 31 that detects the presence or absence of the operation.
The clutch switch 31 is turned on when the clutch pedal 30 is depressed, and turned off when the clutch pedal 30 is not operated. That is, if the clutch switch 31 is in the ON state, the clutch 4 is in the disconnected state, and if the clutch switch 31 is in the OFF state, the clutch 4 is in the connected state.

Information on the ON state or OFF state of the clutch switch 31 is transmitted to the engine ECU 20. That is, the operation information of the clutch pedal 30 by the driver is transmitted to the engine ECU 20 by the clutch switch 31.
The vehicle 1 is equipped with a key switch 40 for starting an engine by a driver. The key switch 40 has a plurality of key positions selected by, for example, being rotated by a driver.

At a plurality of key positions of the key switch 40, at least an OFF position, an ON position, and a start position (ST position) are set.
The OFF position of the key switch 40 is a key position selected when the engine 2 is stopped. If the driver operates the key position of the key switch 40 from the ON position during operation of the engine 2 to the OFF position, the engine 2 stops.

The ON position of the key switch 40 is a key position selected during operation of the engine 2. This ON position is selected after the engine 2 is started.
The start position of the key switch 40 is a key position selected when the engine 2 is started. When the key position of the key switch 40 is operated to the start position by the driver, the engine 2 is started when a start permission condition described later is satisfied.

  When the start position selection operation by the driver is completed at the start position of the key switch 40, the key position of the key switch 40 is set to the ON position. For example, when the driver selects a plurality of key positions of the key switch 40 by rotating the key switch 40, the driver can be configured so that the key switch 40 at the start position is energized to return to the ON position. When the start position selection operation by is completed, the key switch 40 is set to the ON position.

  Information on the key position selected by the key switch 40 is transmitted to the engine ECU 20 as a key position signal. That is, if the key switch 40 is set to the OFF position, the OFF position signal is generated. If the key switch 40 is set to the ON position, the ON position signal is set. If the key switch 40 is set to the start position, the start position is set. A signal is transmitted to engine ECU 20.

  The vehicle 1 is equipped with a vehicle position detection unit 50 that detects the current position of the vehicle 1. As the vehicle position detection unit 50, a GPS (Global Positioning System) or the like can be used. The position information detected by the vehicle position detection unit 50 is transmitted to the engine ECU 20. Here, the GPS or the like of the car navigation system equipped in the vehicle 1 is used as the vehicle position detection unit 50.

[Control system configuration]
Next, the configuration of the control system according to the emergency start control device of the vehicle 1 will be described.
The engine ECU 20 is an electronic control device including, for example, a microprocessor, ROM, RAM, an input / output circuit, and the like, and controls the engine 2 and the like. Here, regarding the engine ECU 20, a configuration related to cranking by the starter motor 3 and starting of the engine 2 will be described.

The engine ECU 20 controls the engine 2 and the connection / disconnection relay 11 and is connected to the engine 2 and the connection / disconnection relay 11 via a control line. That is, the engine ECU 20 controls the ignition system and fuel system of the engine 2 and controls the connection / disconnection of the connection / disconnection relay 11.
Examples of the control of the engine 2 by the engine ECU 20 include idling stop control for stopping idling to improve fuel efficiency when the vehicle 1 stops.

Further, the engine ECU 20 determines whether the engine 2 is in an operating state or a stopped state. For example, a crank angle sensor that detects the rotation angle (crank angle) of the crankshaft of the engine 2 is provided, and based on the information on the crank angle detected by the crank angle sensor, the engine ECU 20 can detect the rotation of the crankshaft. The engine 2 is determined to be in an operating state, and if the crankshaft is not rotating, it is determined to be in a stopped state. Alternatively, the engine ECU20, for example than the threshold Ne ₀ which is predetermined close to zero such 50rpm and 100 rpm, the engine 2 the higher the rotational speed Ne of the crankshaft detected by the crank angle sensor is determined to be operating state , the engine 2 if has been in rotation speed Ne of the crankshaft threshold Ne ₀ or less detected by the crank angle sensor is determined to be stopped.

Further, the engine ECU 20 stores the stop timing from the operation state of the engine 2 to the stop state in the memory 22. Further, when the engine 2 has a failure such as an ignition failure or an air-fuel ratio abnormality, the engine ECU 20 stores an engine failure code corresponding to these various failures in the memory 22.
The engine ECU 20 is connected to acquire various types of information from the clutch switch 31, the key switch 40, and the vehicle position detection unit 50.

Specifically, the engine ECU 20 acquires information on the ON state or the OFF state of the clutch switch 31. As a result, the engine ECU 20 acquires information on the clutch 4 disengaged state (the clutch switch 31 is in the ON state) or the clutch 4 is in the connected state (the clutch switch 31 is in the OFF state).
Further, the engine ECU 20 acquires information on the OFF position signal, the ON position signal, or the start position signal selected by the key switch 40. That is, the signal of the key position of the key switch 40 operated by the driver is acquired.

Further, the engine ECU 20 acquires the position information of the vehicle 1 detected by the vehicle position detection unit 50. The position information of the vehicle 1 is stored cumulatively in the memory 22.
The engine ECU 20 includes a start control unit 21 that controls the start of the vehicle 1 and a memory (storage means) 22 in which a non-stop region α is stored.
The start control unit 21 controls the start of the vehicle 1 based on the non-stop region α stored in the memory 22 and various information acquired by the engine ECU 20.

The memory 22 stores the engine failure code, the position information of the vehicle 1 detected by the vehicle position detector 50, and the non-stop region α. In addition, the non-stop region α is a region where trouble occurs when the vehicle 1 stops, and is set in advance.
An example of the area set as the non-stop area α will be described with reference to FIGS. 4 and 5.
In Figure 4, shows a road crossing the line P, here, it is assumed that the lane L ₁ in the road vehicle 1 is traveling. Area alpha ₁ surrounded by the thick broken line on the road, even within a railroad crossing, a region where the vehicle 1 is defective is generated is stopped. Area alpha ₁ in crossing surrounded by the thick broken line is set as a non-stop range alpha.

FIG. 5 shows a highway. Vehicle 1 indicated by the solid line is located on the traffic lane L ₂ of the highway, the roadside L ₃ provided that the vehicle 1 indicated by the two-dot chain line in the drawing the left side of the lane L ₂ is located. A resting place L ₄ where the vehicle 1 indicated by a broken line is located is provided in a part on the left side of the road side band L _{3 in} the drawing. The region α ₂ on the right side of the thick broken line shown in the upper and lower parts of the drawing is the lane L ₂ of the expressway, and is a region where trouble occurs when the vehicle 1 stops. A region α ₂ on the lane L _{2 of the} expressway indicated by the thick broken line is set as the non-stop region α.

As the non-stop area α, a plurality of areas where trouble occurs when the vehicle 1 stops, such as the area α ₁ in the crossing shown in FIGS. 4 and 5 and the area α ₂ on the lane of the expressway, are set in advance. .
Hereinafter, details of the start control unit 21 will be described.
The start control unit 21 determines success or failure of the start permission condition based on various information acquired by the engine ECU 20, and when the start permission condition is satisfied, permits the starter motor 3 to perform cranking, 11 is connected. Thereby, the start of the vehicle 1 is controlled.

The start permission condition includes a normal start condition when the clutch switch 31 is ON (the clutch 4 is disengaged) and an emergency start condition when the clutch switch 31 is OFF (the clutch 4 is connected).
The normal start condition is determined by the start control unit 21 as to whether it is successful or not, and is determined when the clutch switch 31 is in the ON state.

The normal start condition is satisfied when the key position of the key switch 40 changes from the OFF position signal or the ON position signal to the start position signal.
That is, the normal start condition is satisfied when the key switch 40 is operated from the OFF position or the ON position to the start position by the driver in the output non-transmission state where the clutch 4 is in the disconnected state.

When this normal start condition is satisfied, cranking by the starter motor 3 is permitted, and the connection / disconnection relay 11 is connected. Thereby, cranking by the starter motor 3 is implemented. Therefore, this normal starting condition can be said to be a condition for performing cranking by the starter motor 3 for starting the engine 2.
Further, the emergency start condition is determined by the start control unit 21 whether or not the emergency start condition is successful, and is determined when the clutch switch 31 is in the OFF state.

This emergency start condition is determined based on the key position signal of the key switch 40, the position information of the vehicle 1 stored in the memory 22, and the non-stop area α stored in the memory 22.
Specifically, the emergency start condition is that the latest position of the vehicle 1 stored in the memory 22 is the non-stop region α, and the key position signal of the key switch 40 is changed from the OFF position signal or the ON position signal to the start position signal. It is established when it changes.

That is, the emergency start condition is satisfied when the position of the vehicle 1 is in the non-stop region α and the key switch 40 is operated from the OFF position or the ON position to the start position by the driver when the clutch 4 is in the connected state.
When the emergency start condition is satisfied, cranking by the starter motor 3 is permitted, and the connection / disconnection relay 11 is connected. Thereby, cranking by the starter motor 3 is implemented. At this time, if the transmission 5 is in the running state, the output is in the transmission state, so that the drive wheel 7 is rotated by the cranking by the starter motor 3 and the vehicle 1 moves.

[Action / Effect]
Since the emergency start control device for an engine according to the first embodiment of the present invention is configured as described above, the determination of the flag F related to the emergency start of the vehicle as shown in FIG. 2, that is, the vehicle 1 is in the non-stop region. A position determination is made as to whether or not there is.
The determination of the flag F is performed by the engine ECU 20 and starts when the engine 2 is switched from the operating state to the stopped state. Here, when the rotation of the crankshaft of the engine 2 is lost, the determination flow of the flag F starts. The timing at which the engine 2 is switched from the operating state to the stopped state (stop timing) is stored in the memory 22 and is used in this control flow.

In step S10, it is determined whether or not the engine 2 is stopped due to the occurrence of an engine failure code. That is, the engine ECU 20 determines whether or not an engine failure code at the stop timing of the engine 2 is stored in the memory 22. If the engine failure code is stored in the memory 22, the process proceeds to step S40. If the engine failure code is not stored in the memory 22, the process proceeds to step S20.

  In step S20, it is determined whether or not the engine 2 is stopped by the operation of the key switch 40. That is, the engine ECU 20 determines whether the engine 2 has been stopped by the operation of the key switch 40 by the driver, based on the stop timing of the engine 2 and the key position signal of the key switch 40. If the engine 2 is not operated such as an engine stall and the key switch 40 is not operated, the process proceeds to step 30.

In step S30, it is determined whether or not the engine 2 is stopped by other functions. Other functions include idling stop and the like. If the engine 2 is not stopped by another function, the process proceeds to step S40. If the engine 2 is stopped by another function, the control is terminated.
In step S40, the position information of the vehicle 1 is acquired. That is, the engine ECU 20 acquires information on the current position of the latest vehicle 1 stored in the memory 22. Then, the process proceeds to step S50.

In step S50, it is determined whether or not the position of the vehicle 1 is in the non-stop region α. That is, the engine ECU 20 makes a determination based on the latest position information of the vehicle 1 and the non-stop region α. If the position of the vehicle 1 is the non-stop region α, the process proceeds to step S60. If the position of the vehicle 1 is not the non-stop region α, the process proceeds to step S70.
In step S60, the flag F is set to 1. That is, the flag F is set to 1 when the position of the vehicle 1 at the stop timing of the engine 2 is in the non-stop region α. Then, the control ends.

In step S70, the flag F is set to 0. That is, the flag F is set to 0 when the position of the vehicle 1 at the stop timing of the engine 2 is not the non-stop region α, and it is determined whether or not the emergency start of the vehicle 1 in the non-stop region is permitted. It can be said that. Then, the control ends.
A control flow by the emergency start control device for a vehicle using the flag F thus determined will be described below with reference to FIG.

This control flow starts when the key switch 40 is operated. For example, when the key switch 40 is operated from the OFF position or the ON position to the start position (ST position), this control flow starts.
In step S1, it is determined whether or not the key position of the key switch 40 is the start position. That is, the engine EUC 20 determines whether or not the key position signal transmitted from the key switch 40 is a start position signal. If the key position of the key switch 40 is the start position, the process proceeds to step S2. If the key position of the key switch 40 is not the start position, that is, if it is the ON position or the OFF position, the control ends (end).

In step S2, it is determined whether the clutch switch 31 is in an ON state (clutch 4 is in a disconnected state) or in an OFF state (clutch 4 is in a connected state). If the clutch switch 31 is ON, the process proceeds to step S7, and if the clutch switch 31 is OFF, the process proceeds to step S3.
In step S3, it is determined whether the flag F is 1. If the flag F is 1, the process proceeds to step S5, and if the flag F is not 1 (if 0), the process proceeds to step S6.

In step S5, cranking by the starter motor 3 is performed. That is, the engine ECU 20 connects the battery 10 and the starter motor 3 by controlling the connection / disconnection relay 11 to the connected state, and performs the cranking by the starter motor 3. Then, the control ends.
In step S6, cranking by the starter motor 3 is prohibited. That is, the engine ECU 20 performs control to maintain the connection / disconnection relay 11 in the disconnected state and prohibits power supply to the starter motor 3, thereby prohibiting cranking by the starter motor 3. Then, the control ends.

  In step S7, cranking by the starter motor 3 is performed. That is, the engine ECU 20 connects the battery 10 and the starter motor 3 by controlling the connection / disconnection relay 11 to the connected state, and performs the cranking by the starter motor 3. Then, the control ends.

  Therefore, according to the vehicle emergency start control apparatus according to the first embodiment, if the current position of the vehicle 1 detected by the vehicle position detector 50 is the non-stop region α when the clutch 4 is in the connected state, the starter motor 3 is allowed to move, the vehicle 1 in the non-stop region α can be moved. That is, even if the clutch 4 is in the connected state, for example, even if the transmission 5 is in the traveling state and the output transmission state in which the clutch 4 is in the connected state, the cranking by the starter motor 3 is permitted. 1 can be moved from the non-stop region α, and the occurrence of problems can be avoided. That is, in the vehicle 1 stopped in the non-stop region α, the driver can move the vehicle 1 only by operating the key switch 40 to the start position.

  Further, when the clutch 4 is in the disconnected state, cranking by the starter motor 3 is permitted, and when the clutch 4 is in the connected state, if the position of the vehicle 1 is not the non-stop region α, the starter motor 3 In order to prohibit cranking, the vehicle 1 in a position that is not in the non-stop region α is allowed to crank by the starter motor 3 only when the clutch 4 is in the disconnected state. Therefore, the vehicle 1 is not started.

From these, the vehicle 1 can be moved only in the non-stop area | region (alpha) in which a malfunction generate | occur | produces when the vehicle 1 stops.
That is, if the position of the vehicle 1 is in the non-stop region α and the clutch 4 is in the connected state, the emergency start condition is established, and the vehicle 1 can be moved by cranking by the starter motor 3. On the other hand, if the position of the vehicle 1 is not in the non-stop region α and the clutch 4 is in the connected state, the emergency start condition is not satisfied, and the vehicle is prevented from moving unintentionally due to cranking by the starter motor 3. be able to.

In addition, regardless of the position of the vehicle 1, if the clutch 4 is in the disengaged state and the output is not transmitted, the normal start condition is satisfied and the starter motor 3 for starting the engine 2 is cranked. Is implemented.
Further, in order to start a flow for setting the flag F for the emergency start of the vehicle 1 at the stop timing from the operation state of the engine 2 to the stop state, based on the position of the vehicle 1 at the stop timing of the engine 2, It can be determined whether or not the vehicle 1 is in the non-stop region α.

  For example, as in the present embodiment, when the vehicle 1 is equipped with a navigation system and the GPS of this navigation system is used as the vehicle detection unit 50, the key switch 31 is operated when the engine 2 is stopped. If not (if the ON position is maintained), a system using only power, such as a navigation system, is activated. In this case, the current position of the vehicle 1 at the stop timing of the engine 2 can be detected by the GPS of the navigation system used as the vehicle position detection unit 50. In addition, after the elapse of a time equal to or longer than the control cycle for determining the flag F shown in FIG. When the key switch 31 is operated to the start position at the time of restart when the switch operation to the start position is performed, the clutch switch 31 is in the OFF state without acquiring the position information of the vehicle 1 and the flag F is set. If it is 1, since cranking is performed, the vehicle 1 in the non-stop region α can be moved without waiting for the activation time of the navigation system used as the vehicle detection unit 50 to elapse.

For example, if the engine 2 stops due to a failure of the engine 2 or an engine stall in the railroad crossing, it stops at the position of the vehicle 1 indicated by a solid line in FIG. The position of the vehicle 1 shown in this solid is previously set be in the railroad crossing as a non-stop regions alpha _1. For this reason, in the vehicle 1 shown by the solid line in FIG. 4, even if the clutch 4 is in the connected state, for example, even if the transmission 5 is in the running state and the clutch 4 is in the connected state, If the key switch 40 is operated to the start position, the start control unit 21 of the engine ECU 20 permits cranking by the starter motor 3. Therefore, the vehicle 1 starts by cranking by the starter motor 3 and can move to the position of the vehicle 1 indicated by a two-dot chain line in FIG. Of course, in the vehicle 1 shown by the solid line in FIG. 4, even if the clutch 4 is in the disconnected state, that is, the output non-transmitting state, if the key switch 40 is operated to the start position, the start control unit 21 of the engine ECU 20 Cranking by the motor 3 is permitted, and cranking by the starter motor 3 for starting the engine 2 is permitted.

Position of the vehicle 1 indicated by the two-dot chain line in FIG. 4 is not a non-stop range alpha _1, if the clutch 4 is in the connected state, cranking by the starter motor 3 is inhibited, but the clutch 4 is disconnected state If so, cranking by the starter motor 3 is permitted. That is, only the cranking for starting the engine 2 is permitted at the position of the vehicle 1 indicated by a two-dot chain line in FIG. 4, preventing the vehicle from moving unintentionally, and for starting the engine 2. Can be cranked.

Further, if the engine 2 is stopped due to a failure of the engine 2 or an engine stall on the lane of the high-speed road, the vehicle 1 is stopped at the position of the vehicle 1 indicated by the solid line in FIG. The position of the vehicle 1 shown in this solid line, is preset as a non-stop regions alpha ₂ A above the lane of the highway. For this reason, in the vehicle 1 shown by the solid line in FIG. 5, even if the clutch 4 is in the connected state, for example, even if the transmission 5 is in the traveling state and the clutch 4 is in the connected state, the key When the switch 40 is operated to the start position, the start control unit 21 of the engine ECU 20 permits cranking by the starter motor 3. Therefore, the vehicle 1 starts by cranking by the starter motor 3 and can move to the position of the vehicle 1 indicated by a two-dot chain line in FIG.

Position of the vehicle 1 indicated by the two-dot chain line in FIG. 5 is not a non-stop range alpha _2, if the clutch 4 is in the connected state, although cranking by the starter motor 3 is inhibited, the clutch 4 is disconnected state If so, cranking by the starter motor 3 is permitted. That is, only cranking by the starter motor 3 for starting the engine 2 is permitted at the position of the vehicle 1 indicated by a two-dot chain line in FIG. Accordingly, it is possible to start the engine 2 at the position of the vehicle 1 indicated by the two-dot chain line in FIG. 5, to return to the mobile or the lane L ₂ to the position of the vehicle 1 indicated by the broken line in FIG.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG.
The transmission of the emergency start control device for a vehicle according to the second embodiment of the present invention is different from the first embodiment configured using a manual transmission in that the transmission is configured using an automatic transmission.

Except for the points described here, the configuration is the same as that of the first embodiment, and for these, the same reference numerals are used and description of each part is omitted.
The transmission (automatic transmission) 80 is configured as an automatic transmission, and changes the rotational speed of the engine 2 and transmits it. The transmission 80 includes a transmission unit 81 and a torque converter unit 82. The transmission 80 can apply CVT (Continuously Variable Transmission) or DCT (Dual Clutch Transmission).

  The transmission unit 81 transmits the rotational speed of the engine 2 at a set speed ratio. The transmission unit 81 is a power connection / disconnection element (connection / disconnection) that can selectively switch between a traveling state in which the output of the engine 2 such as a forward gear and a reverse gear is transmitted and a non-traveling state in which the output of the engine 2 is not transmitted. As a means), for example, it has a friction engagement element such as a hydraulic clutch, and the power connection / disconnection element is connected or disconnected by the operation of the driver, so that the traveling state and the non-traveling state can be selected.

The transmission unit 81 has an input shaft connected to the output shaft of the torque converter unit 82, and a power transmission member 6 such as a propeller shaft, a differential, and a drive shaft is interposed between the output shaft and the drive wheel 7. .
The torque converter unit 82 transmits the output of the engine 2 to the transmission unit 81 via the fluid. The torque converter unit 82 has an input shaft connected to the output shaft of the engine 2, and an output shaft connected to the input shaft of the transmission unit 81.

  In addition, the torque converter unit 82 includes a lock-up clutch 82a. The lockup clutch 82a engages (connects) or separates the engaging elements of the input shaft and the output shaft of the torque converter unit 82. Therefore, if the lock-up clutch portion 82 is in the engaged state, the torque converter portion 82 directly and efficiently transmits the output of the engine 2 input to the input shaft to the output shaft. If the lock-up clutch unit 82 is in the separated state, the torque converter unit 82 transmits the output of the engine 2 input to the input shaft to the transmission unit 81 through the fluid while absorbing power fluctuations. Examples of the lock-up clutch 82a include one that switches between engagement and disconnection using an electric motor and one that switches between engagement and disconnection using hydraulic pressure using the output of the engine 2.

Therefore, in the transmission 80, the engagement elements of the input shaft and the output shaft of the torque converter unit 82 are engaged by the lock-up clutch 82a, and the output of the engine 2 is driven if the transmission unit 81 is in a traveling state. It will be in the state efficiently transmitted to the wheel 7.
The vehicle 1 is equipped with a shift unit 130 operated by a driver. The shift unit 130 is configured such that a plurality of ranges can be selected by the driver. Examples of the plurality of ranges include a range such as a P range (parking range), an R range (reverse range), an N range (neutral range), and a D range (drive range).

The P range is a non-traveling range that is selected when the vehicle 1 is parked. When the P range is selected, the transmission unit 81 of the transmission 80 does not transmit the output of the engine 2 input to the input shaft to the output shaft.
The R range is a travel range selected to move the vehicle 1 backward. When the R range is selected, the transmission unit 81 of the transmission 80 changes the rotational output of the engine 2 input to the input shaft by reversing the rotational direction of the rotational output of the engine 2 to the output shaft. Output.

The N range is a non-traveling range that is selected when the vehicle 1 is stopped. When the N range is selected, the transmission unit 81 of the transmission 80 does not transmit the output of the engine 2 input to the input shaft to the output shaft.
The D range is a travel range selected to cause the vehicle 1 to travel. When the D range is selected, the transmission unit 81 of the transmission 80 shifts and outputs the rotational output of the engine 2 input to the input shaft to the output shaft.

That is, if the P range or the N range is selected, the output of the engine 2 is not transmitted. If the R range or D range is selected, the output of the engine 2 is transmitted.
In addition, although what shows P range, R range, N range, and D range is set to a shift part here, not only this but driving ranges, such as L range, may be further provided. Further, at least one of the travel range and the non-travel range may be set.

In shift unit 130, information on the range selected by the driver is transmitted to engine ECU 120.
The engine ECU 120 is an electronic control device including, for example, a microprocessor, a ROM, a RAM, an input / output circuit, and the like, and controls the engine 2 and the like. Here, the engine ECU 120 will be described with respect to the cranking by the starter motor 3 and the start-up of the engine 2.

The engine ECU 120 controls the engine 2 and the connection / disconnection relay 11 and is connected to the engine 2 and the connection / disconnection relay 11 via a control line. That is, the engine ECU 120 controls the ignition system and fuel system of the engine 2 and controls the connection / disconnection of the connection / disconnection relay 11.
Examples of the control of the engine 2 by the engine ECU 120 include idling stop control for stopping idling to improve fuel efficiency when the vehicle 1 stops.

Further, the engine ECU 120 determines whether the engine 2 is in an operating state or a stopped state. For example, a crank angle sensor that detects the rotation angle (crank angle) of the crankshaft of the engine 2 is provided, and based on the information on the crank angle detected by the crank angle sensor, the engine ECU 20 can detect the rotation of the crankshaft. The engine 2 is determined to be in an operating state, and if the crankshaft is not rotating, it is determined to be in a stopped state. Alternatively, the engine ECU20, for example than the threshold Ne ₀ which is predetermined close to zero such 50rpm and 100 rpm, the engine 2 the higher the rotational speed Ne of the crankshaft detected by the crank angle sensor is determined to be operating state , the engine 2 if has been in rotation speed Ne of the crankshaft threshold Ne ₀ or less detected by the crank angle sensor is determined to be stopped.

Further, the memory 122 stores the stop timing from the operation state of the engine 2 to the stop state. Further, when the engine 2 has a failure such as an ignition failure or an air-fuel ratio abnormality, the engine ECU 120 stores an engine failure code corresponding to these various failures in the memory 122.
Engine ECU 120 is connected to acquire various types of information from shift unit 130, key switch 40, and vehicle position detection unit 50.

Specifically, engine ECU 120 acquires information on the range selected by shift unit 130.
Further, the engine ECU 120 acquires information on the OFF position signal, the ON position signal, or the start position signal selected by the key switch 40. That is, the signal of the key position of the key switch 40 operated by the driver is acquired.

Further, engine ECU 120 acquires position information of vehicle 1 detected by vehicle position detection unit 50. The position information of the vehicle 1 is cumulatively stored in the memory 122.
Engine ECU 120 is connected to transmission 80 via transmission ECU 110. That is, engine ECU 120 controls transmission 80 via transmission ECU 110. Hereinafter, the control of the transmission 80 will be described.

Control of the transmission 80 includes control of the transmission unit 81 and control of the torque converter unit 82.
The control of the transmission unit 81 switches the transmission unit 81 to a running state or a non-running state according to the range selected by the shift unit 130. That is, the engine ECU 120 switches connection / disconnection of each clutch and brake (power connection / disconnection element) of the transmission unit 81 via the transmission ECU 110 according to the acquired selection range of the shift unit 130.

  For example, in the control of the transmission unit 81, if a non-traveling range such as the P range or the N range is selected in the shift unit 130, the power connection / disconnection element of the transmission unit 81 is switched corresponding to the non-traveling range. 80 is switched to the non-running state. In the control of the transmission unit 81, if a travel range such as the R range or the D range is selected in the shift unit 130, the power connection / disconnection element of the transmission unit 81 is switched corresponding to the travel range, and the transmission 80 travels. Switch to state.

  The control of the torque converter unit 82 switches the engagement state or the separation state of the lock-up clutch 82a built in the torque converter unit 82 in accordance with the range selected in the shift unit 130. That is, the engine ECU 120 switches the lockup clutch 82a to the engaged state or the separated state according to the acquired selection range of the shift unit 130 via the transmission ECU 110.

  For example, in the control of the torque converter unit 82, if a non-traveling range such as the P range or the N range is selected in the shift unit 130, the lockup clutch 82a is switched to the separated state accordingly. Further, in the control of the torque converter unit 82, if a travel range such as the R range or the D range is selected in the shift unit 130, the lockup clutch 82a is switched to the separated state or the engaged state according to the travel state of the vehicle 1. .

The engine ECU 120 includes a start control unit 121 that controls the start of the vehicle 1 and a memory (storage means) 122 that stores a non-stop region α.
The start control unit 121 controls the start of the vehicle 1 based on the non-stop region α stored in the memory 122 and various information acquired by the engine ECU 120.
The memory 122 stores the engine failure code, the position information of the vehicle 1 detected by the vehicle position detection unit 50, and the non-stop region α. In addition, the non-stop region α is a region where trouble occurs when the vehicle 1 stops, and is set in advance. The configuration of the memory 122 is the same as that of the memory 22 of the first embodiment.

The start control unit 121 determines whether or not the start permission condition is satisfied based on various types of information acquired by the engine ECU 120. When the start permission condition is satisfied, the start control unit 121 permits cranking due to the operation of the starter motor 3, and The contact relay 11 is connected. Thereby, the start of the vehicle 1 is controlled.
The start permission condition includes a normal start condition when the transmission unit 81 is in a non-traveling state (output non-transmission state) and an emergency start condition when the transmission unit 81 is in a traveling state (output transmission state). Yes.

The normal start condition is determined when the success or failure is determined by the start control unit 21 and when the transmission unit 81 is in the non-traveling state.
The normal start condition is satisfied when the key position signal of the key switch 40 changes from the OFF position signal or the ON position signal to the start position signal.
That is, the normal start condition is satisfied when the key switch 40 is operated from the OFF position or the ON position to the start position by the driver in the output non-transmission state.

When this normal start condition is satisfied, cranking by the starter motor 3 is permitted, and the connection / disconnection relay 11 is connected. Thereby, cranking by the starter motor 3 is implemented. Therefore, this normal starting condition can be said to be a condition for performing cranking by the starter motor 3 for starting the engine 2.
In addition, the emergency start condition is determined when the success or failure is determined by the start control unit 121 and when the transmission unit 81 is in the traveling state.

This emergency start condition is determined based on the key position signal of the key switch 40, the position information of the vehicle 1 stored in the memory 122, and the non-stop region α stored in the memory 122.
Specifically, the emergency start condition is that the latest position of the vehicle 1 stored in the memory 122 is the non-stop region α, and the key position of the key switch 40 changes from the OFF position signal or the ON position signal to the start position signal. Then it is established.

That is, the emergency start condition is that the position of the vehicle 1 is located in the non-stop region α and the key switch 40 is operated from the OFF position or the ON position to the start position by the driver when the transmission unit 81 is in the traveling state (output transmission state). It is established when it is done.
When the emergency start condition is satisfied, cranking by the starter motor 3 is permitted, and the connection / disconnection relay 11 is connected. Thereby, cranking by the starter motor 3 is implemented. At this time, because of the output transmission state, the drive wheel 7 is rotated by the cranking by the starter motor 3 and the vehicle 1 moves.

[Action / Effect]
Since the engine emergency start control apparatus according to the second embodiment of the present invention is configured as described above, the engine ECU 120 performs a control flow by the vehicle emergency start control apparatus as shown in FIG. In the present embodiment, the determination of the flag F similar to the determination of the flag F of the first embodiment (see FIG. 2) is performed. The control flow shown in FIG. 7 uses the flag F determined by the flow shown in FIG.

This control flow starts when the key switch 40 is operated. For example, when the key switch 40 is operated from the OFF position or the ON position to the start position (ST position), this control flow starts.
In step S11, it is determined whether or not the position of the key switch 40 is the start position. That is, engine ECU 120 determines whether or not the key position signal transmitted from key switch 40 is the start position signal. If the key position of the key switch 40 is the start position, the process proceeds to step S12. If the key position of the key switch 40 is not the start position, that is, if it is the ON position or the OFF position, the control ends (end).

In step S12, it is determined whether or not the transmission unit 81 is in the travel range. If the transmission unit 81 is in the travel range, the process proceeds to step S13, and if the transmission unit 81 is not in the travel range (if it is a non-travel range), the process proceeds to step S17.
In step S13, it is determined whether or not the flag F is 1. If the flag F is 1, the process proceeds to step S14, and if the flag F is not 1 (if 0), the process proceeds to step S16.

  In step S14, the lockup clutch 82a is engaged. This step S14 may be omitted. For example, when the lock-up clutch 82a is operated by an electric motor, the lock-up clutch 82a can be engaged even when the engine 2 is not started, and therefore, it is preferable to perform this step S14. Further, when the lock-up clutch 82a uses hydraulic pressure using the output of the engine 2, the engagement of the lock-up clutch 82a cannot be maintained when the engine 2 is stopped, so that cranking in the next step S15 is performed. At the same time, it is preferable to perform step S14 to secure the hydraulic pressure and engage the lockup clutch 82a.

In step S15, cranking by the starter motor 3 is performed. That is, the engine ECU 120 connects the battery 10 and the starter motor 3 by controlling the connection / disconnection relay 11 to the connected state, and performs the cranking by the starter motor 3. Then, the control ends.
In step S16, cranking by the starter motor 3 is prohibited. That is, the engine ECU 120 prohibits cranking by the starter motor 3 by performing control to maintain the connection / disconnection relay 11 in the disconnected state and prohibiting power supply to the starter motor 3. Then, the control ends.

In step S17, cranking by the starter motor 3 is performed. That is, the engine ECU 120 connects the battery 10 and the starter motor 3 by controlling the connection / disconnection relay 11 to the connected state, and performs the cranking by the starter motor 3. Then, the control ends.
Therefore, according to the emergency start control device for a vehicle according to the second embodiment, the current position of the vehicle detected by the vehicle position detection unit 50 when the speed change unit 81 is in the traveling state is stored in the memory 122. In the stop area α, the cranking by the starter motor 3 is permitted, so that the vehicle 1 in the non-stop area α can be moved. That is, even in a traveling state (output transmission state) in which the traveling range is selected in the transmission unit 81, the vehicle 1 can be moved from the non-stop region α in order to allow cranking by the starter motor 3. Can be avoided.

  Further, in the output transmission state, if the current position of the vehicle detected by the vehicle position detection unit 50 is the non-stop region α stored in the memory 122, the starter motor 3 is allowed to be cranked and locked. If the up clutch 82a is engaged, the output of the cranking by the starter motor 3 can be efficiently transmitted to the drive wheels 7 in the vehicle equipped with the transmission 80, and the vehicle 1 in the non-stop region α can be transmitted. Can move reliably.

Further, in the output non-transmission state, cranking by the starter motor 3 is permitted. In the output transmission state, the position of the vehicle 1 detected by the vehicle position detection unit 50 is stored in the memory 122. If the vehicle is not in the non-stop region α, cranking by the starter motor 3 is prohibited. Therefore, the vehicle 1 in a position that is not in the non-stop region α is allowed to crank by the starter motor 3 only when the transmission unit 81 is in the non-traveling state. Thus, the vehicle 1 is not started unintentionally at a position that is not the non-stop region α.
Accordingly, the vehicle 1 can be moved only in the non-stop region α such as a place where a problem occurs when the vehicle 1 stops.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

  In the above-described embodiment, it has been shown that if the vehicle is positioned on the lane of the expressway set as a non-stop area, cranking by the starter motor is permitted even in the output transmission state. If cranking is performed by a starter motor in an output transmission state after the engine is stopped due to an engine stall or the like on the road lane, for example, there is a risk that the own vehicle will start unintentionally even though there is another vehicle in the vicinity of the own vehicle. On the other hand, there is a risk of malfunction. For this reason, the vehicle further includes a detection unit that detects other vehicles in the vicinity of the own vehicle such as an in-vehicle camera and an inter-vehicle sensor, and the other vehicle is at a certain distance in the vicinity of the own vehicle even if the emergency start condition is satisfied. In such a case, the cranking by the starter motor may be prohibited. According to this configuration, when the engine of the host vehicle is stopped and stopped, cranking by the starter motor is prohibited when the other vehicle is stopped at a certain distance in front of the host vehicle. It is possible to control the start of the vehicle.

  In addition, the vehicle has a drive system of FR (front engine / rear drive system), but is not limited to this, FF (front engine / rear drive system), RR (rear engine / rear drive system), The present invention can be applied to various vehicles such as two-wheel drive vehicles such as MR (midship engine / rear drive system) and four-wheel drive vehicles.

  The vehicle emergency start control device of the present invention can be applied not only to automobiles but also to various vehicles equipped with a starter motor and connection / disconnection means for connecting / disconnecting transmission of engine output to drive wheels.

1 Vehicle 2 Engine 3 Starter Motor 4 Clutch (connecting / disconnecting means)
5 Transmission (manual transmission)
6 Power transmission member 7 Drive wheel 10 Battery 11 Connection / disconnection relay 20 Engine ECU
21 Start control unit (start control means)
22 Memory (storage means)
30 Clutch pedal 31 Clutch switch 40 Key switch 50 Vehicle position detector (vehicle position detector)
80 Transmission (automatic transmission)
81 Transmission unit 82 Torque converter unit 82a Lock-up clutch 110 Transmission ECU
120 engine ECU
121 Start control unit (start control means)
122 Memory (storage means)
130 Shift section

Claims (5)

An engine,
A starter motor for cranking the engine by operating a key switch ;
Connection / disconnection means for connecting / disconnecting transmission of the output of the engine to the drive wheels of the vehicle;
Vehicle position detecting means for detecting the position of the vehicle;
Storage means for storing a non-stop area where the vehicle should not stop on the road on which the vehicle travels;
A start control means for controlling the operation of the starter motor based on the connection / disconnection state of the connection / disconnection means, the position detected by the vehicle position detection means, and the non-stop region;
The start control means includes:
When the key switch is operated by the driver and the connecting / disconnecting means is in a disconnected state, the cranking by the starter motor is permitted,
When the key switch is operated by the driver and the connecting / disconnecting means is in the connected state, if the position detected by the vehicle position detecting means is the non-stop region, cranking by the starter motor is permitted. An emergency start control device for a vehicle, wherein cranking by the starter motor is prohibited unless the position detected by the vehicle position detecting means is in the non-stop region. The vehicle is
A manual transmission for shifting the rotational speed of the engine;
A clutch that connects and disconnects transmission of the output of the engine between the manual transmission and the engine;
2. The vehicle emergency start control device according to claim 1, wherein the connecting / disconnecting means is the clutch. The vehicle is
An automatic transmission that shifts the rotational speed of the engine,
The automatic transmission has a power connection / disconnection element capable of selectively switching between a traveling state in which the output of the engine is transmitted to the drive wheels and a non-traveling state in which the output of the engine is not transmitted to the drive wheels. And
2. The emergency start control device for a vehicle according to claim 1, wherein the connection / disconnection means is the power connection / disconnection element of the automatic transmission. The automatic transmission has a lock-up clutch,
The start control means includes:
If the position detected by the vehicle position detection means is the non-stop region, cranking by the starter motor is permitted and the lock-up clutch is connected even when the automatic transmission is in a running state. The emergency start control device for a vehicle according to claim 3, wherein: The emergency start control device for a vehicle according to any one of claims 1 to 4, wherein the non-stop region is in a railroad crossing or on a lane of an expressway.

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