DE102013111071A1 - A method of generating an adaptive derivative clutch engagement state - Google Patents

Abstract

A method in which a record of clutch pedal positions expected to result in a disengaged clutch state, which itself adapts to changes in a slip point of a clutch 8, is disclosed. The method adds the current clutch pedal position P _p to the data set when the clutch engagement state is deducted as disengaged, and removes clutch pedal positions P _s that are more engaged than the current clutch pedal position P _p from the data set when the clutch engagement state is deduced as not disengaged.
A method for stopping and starting a machine 10 that uses the data set to determine whether or not to start the engine 10 in response to a driver's engine start request is also disclosed.

Description

This invention relates to a motor vehicle having an internal combustion engine, and more particularly to a method for generating an adaptive derived clutch engagement state of a clutch that drivingly connects the engine to a manual transmission.

It is known to provide a motor vehicle having a manual transmission with a stop-start system for automatically stopping and starting an internal combustion engine, which is used to power the motor vehicle.

A stop-start system automatically stops the engine every time it is determined that there is an opportunity to improve fuel economy and reduce emissions from the engine.

A vehicle provided with stop-start functionality must know when torque is transferred from the engine to one or more driven road wheels. Certain implementations of the stop-start system will only restart and restart the engine when idle is selected (SIN), and others will allow stopping and restarting even when a ride is selected, provided the clutch is depressed ( SIG).

For the stop-start control system, it is important to know that no torque is being transmitted (the transmission is idling or the clutch is disengaged) before the engine is restarted, especially when the engine restart is automatically stopped by the engine. Start system is requested (for example due to low battery level or an air conditioning request), and therefore is not expected by the driver.

For a manual-gearshift start-stop application, a 'clutch pedal depressed / clutch pedal released' threshold is usually used to indicate the driver's driving direction when the clutch is depressed so that the start-stop system will start the engine can trigger. The same threshold can also be used to indicate when the driver has released the clutch pedal and intends to stay long enough so that the start-stop system can shut off the engine to save fuel.

Starting the machine while the gear is engaged could cause the vehicle to move unexpectedly, which poses a risk.

For a stop-in-neutral (SIN) application in a manual transmission, there is a method of determining that the transmission is idling and therefore no torque is transmitted using a gear neutral sensor (GNS ) indicating to the stop-start control device that the idling is selected or not selected. This is of particular concern if the GNS does not properly indicate the state of the transmission, as this could result in a restart of the engine when the gear is engaged, resulting in inadvertent vehicle motion.

For manual-stop manual gear-shift start-stop applications (SIG), it is necessary to rely on an indication that the powertrain is disengaged. This is not an insignificant task and is one of the main reasons why all stop-start systems of manual transmissions that are currently in production were SIN systems.

For SIG applications, it has been proposed to use a Concentric Slave Cylinder (CSC) sensor combined with a Clutch Master Cylinder (CMC) sensor or clutch pedal position sensor to provide an indication that the clutch is disengaged , However, vehicles usually do not have both a CSC sensor and a CMC sensor or a clutch pedal position sensor, so that such a solution is associated with additional costs.

In addition, a predetermined clutch release point CSC threshold may be difficult and potentially very conservative due to part-to-part tolerances and clutch wear. In addition, movement of the clutch grinding point over time means that it is even more difficult to specify a single set threshold on the CSC to indicate that the clutch is disengaged and to reach during normal driving conditions (ie, the driver does) Clutch pedal almost to the complete clutch pedal travel or very close to this must press).

When both the CMC and CSC sensors are installed, it is possible to detect a failure such as a hydraulic leak, but a catastrophic failure of the clutch resulting in engagement can not be detected. Such a catastrophic failure could result in unintentional vehicle motion, and it would have to be traded based on detecting vehicle motion.

There is a need for a low-cost, reliable method of determining the clutch engagement state to enable SIG to be provided in an economical but secure manner.

It is an object of the invention to provide a method of deriving the clutch engagement state in a cost effective manner that can be adapted to compensate for clutch wear.

It is a further object of the invention to enable the use of a SIG system in a cost effective and unreliable manner.

According to a first aspect of the invention, there is provided a method for generating an adaptive derived clutch engagement state of a clutch that drivingly connects an engine of a motor vehicle to a manual multi-speed transmission and for which the engagement state of the clutch is controlled by movement of a clutch pedal, the method comprising monitoring the position of the clutch pedal, generating a derived clutch engagement state when the current speed of the vehicle is substantially zero, a gear in a manual transmission of the vehicle is selected and the engine is running, storing a current measured clutch pedal position when the derived clutch engagement state is disengaged and if the derived clutch engagement state is not disengaged, removing the stored clutch pedal positions that are more engaged than the current measured clutch engagement position t.

Storing and removing stored clutch pedal positions may produce an adaptive set of clutch pedal positions which are expected to give a disengaged clutch engagement state.

Storing a current measured clutch pedal position may include updating the clutch pedal position data set by a current measured clutch pedal position.

The data set may have a predefined number of stored clutch pedal positions, and if the data set is full, updating the data set may include overwriting the oldest stored clutch pedal position by the most recent clutch pedal position.

Removing stored clutch pedal positions from the data set may include removing all stored clutch pedal positions that are more engaged than the current measured clutch pedal position.

When the torque transmitted from the clutch is substantially equal to zero, the method may include deriving that the clutch engagement state is disengaged, and otherwise deriving that the clutch engagement state is not disengaged.

According to a second aspect of the invention, there is provided a method for stopping and starting an engine of a motor vehicle that drives a manual multi-speed transmission via a clutch whose engaged state is controlled by a clutch pedal, the method comprising determining whether a request for engine start is a driver generated request or a system generated request, and if the start request is a driver generated start request, determining whether the engine is based on a comparison of a current measured clutch pedal position with a number of stored derived disengaged clutch pedal positions determined by a method generated in accordance with the first aspect of the invention is to be started.

If the current clutch pedal position is equal to or greater than the lowest stored disengaged clutch pedal position, the method may include starting the engine.

Alternatively, if the current clutch pedal position is less than the stored least disengaged clutch pedal position, the method may include not starting the engine.

If the engine start request is a system generated request, the method may include determining whether to start the engine based on a comparison of the current clutch pedal position with a clutch pedal position when the engine was stopped.

If the clutch pedal position is equal to or more disengaged than it was when the engine was stopped, the method may include starting the engine.

Alternatively, if the clutch pedal position is more engaged than it was when the engine was stopped, the method may include not starting the engine.

In response to a machine stop request generated by the driver, when a gear is engaged on the manual transmission and the motor vehicle is stationary, the method may further include determining whether stopping the engine based on to be allowed on a derived clutch engagement state.

If the derived clutch engagement state is disengaged, the engine may be stopped and otherwise it may continue running.

The clutch engagement state may be derived as disengaged if the torque transmitted by the clutch is substantially equal to zero.

According to a third aspect of the invention, there is provided an engine stop and start device for a motor vehicle which drives a manual multi-speed transmission via a clutch whose engaged state is controlled by a clutch pedal, the device having an electronic control unit which is operable, to determine whether a request for an engine start is a driver generated request or a system generated request, and if the start request is a driver generated start request, the electronic control unit may be operated to determine whether the engine is based on a comparison of a current measured clutch pedal position measured by a clutch position sensor with a number of derived disengaged clutch pedal positions stored in a memory of the electronic control unit is to be started.

The invention will now be described by way of example with reference to the accompanying drawings of which:

1A is a schematic representation of a motor vehicle having an SIG stop-start system according to the invention,

1B FIG. 2 is a schematic illustration of a clutch actuation system associated with the stop-start system of FIG 1 belongs,

2 is a schematic representation of the range of motion of a clutch pedal showing three predefined ranges,

3A FIG. 3 is a flowchart illustrating a first embodiment of a method for deriving a clutch engagement state; FIG.

3B FIG. 3 is a flowchart illustrating a second embodiment of a method for deriving a clutch engagement state; FIG.

4A to 4C are schematic flow diagrams illustrating a method of controlling a SIG stop-start system using a derived clutch engagement state in accordance with a second aspect of the invention;

5A is a diagram showing three possible clutch pedal positions when engine stoppage occurs,

5B Fig. 3 is a diagram showing a number of clutch pedal positions resulting from pause tests;

6 FIG. 12 is a diagram illustrating a quick change of the clutch grinding point during engine stop, and FIG

7 Figure 3 is a flow chart of a method for adaptively deriving a disengaged clutch pedal position.

With reference to the 1A and 1B is a motor vehicle 5 shown that a machine 10 has a manual multi-speed manual transmission 11 drives. The gear 11 is drivable with the machine 10 through a clutch 8th (on 1A not shown) connected manually by a driver of the motor vehicle 5 is engaged or released and has a shift lever (not shown). The shift lever may be manually moved between a plurality of positions, including at least one position in which a speed-forming portion of the multi-speed transmission is selected, and an idle position in which no gears of the multi-speed transmission are selected. When the shift lever is moved to the idle position, it is said that the multi-speed transmission 11 is in an idle state in which drive can not be transmitted from the multi-speed transmission, and when the shift lever is moved to an engaged position mentioned, it is said that the multi-speed transmission 11 in an engaged gear state in which power can be transmitted from the multi-speed transmission.

A machine starter in the form of an integrated starter generator 13 is drivable with the machine 10 connected in this case by a flexible drive in the form of a drive belt or chain drive 14 with a crankshaft of the machine 10 connected. The starter generator 13 is with a power source in the form of a battery 15 connected and used to start the machine 10 used, wherein the battery is charged by the starter-generator when he works as an electric generator. The invention is not limited to the use of a starter-generator 13 limited, and the starter generator 13 could by a starter motor to start the machine 10 be replaced.

It is clear that while cranking the machine 10 the starter generator 13 the crankshaft of the machine 10 drives, and that the starter generator at other times from the machine 10 is driven to generate electricity.

A driver-operable on / off switch in the form of an ignition switch 17 , which is operated by an ignition key, is used to control the operation of the machine 10 to control in total. That is, when the machine 10 is in operation, the ignition switch is located 17 on a 'switched on' position, and if the ignition switch 17 in an off position, the machine can 10 do not walk. The ignition switch 17 also has a third, temporary position that is used to machine 10 to start manually. It will be understood that other devices may be used to accomplish this functionality, and that the invention is not limited to the use of an ignition switch.

An electronic control unit 16 is with the starter generator 13 , the machine 10 , a gearshift lever sensor 12 which is used to monitor whether the manual transmission 11 idle or in gear, with a vehicle speed sensor 21 which is used to set the speed of a road bike 20 to measure, with a brake pedal position sensor 24 which is used to adjust the position of a brake pedal 23 To monitor, with a clutch pedal position sensor system, which is used to the position of a clutch pedal 25 to monitor and with an accelerator pedal position sensor 19 which is used to adjust the position of an accelerator pedal 18 monitor, connected. The gas pedal 18 provides driver input of the required output power from the engine 10 , When the gas pedal 18 is moved from a rest position, it is said to be in a depressed position or in a depressed state. It will be understood that instead of monitoring the accelerator pedal position, the position of a throttle valve could be monitored and used to derive the accelerator pedal position.

The electronic control unit 16 can the functionality of a machine management system of the motor vehicle 5 be included or associated with one that is capable of delivering the fuel to the engine 10 is supplied, and which can be operated to control the torque output of the machine 10 and the operation of the machine 10 to control at idle speed via a machine idle speed controller.

Although the measurement of the vehicle speed above with reference to the use of a road wheel sensor 21 As such sensors are often already present on a motor vehicle as part of a brake anti-lock brake system, it will be appreciated that other suitable means may be used to control the speed of the motor vehicle 5 to determine, such as a sensor, the speed of an output shaft from the transmission 11 measures.

It will be understood that the term shift lever sensor is not limited to a sensor that monitors the position of the shift lever, but rather is any device that can provide feedback on whether the manual transmission 11 has engaged or is idling, that is, it may be an idle sensor or an engaged gear sensor.

Similarly, the term brake pedal sensor is not limited to a sensor that monitors the position of the brake pedal, but rather is any device that provides feedback on whether an operator of the motor vehicle 5 Pressure on the brake pedal 23 has applied to the brakes of the motor vehicle 5 to apply. For example, the brake pedal sensor could monitor the pressure of the fluid in one or more brake lines. When the brake pedal 23 has been pressed sufficiently to apply the brakes, it is said that it is in a depressed state or in a depressed position.

In this case, the clutch pedal position sensor system has a clutch pedal position sensor 26 which is used to determine the position of the clutch pedal 25 Operating with a clutch hydraulic encoder cylinder 27 and an electronic clutch pedal position processor (EC3P) 16C monitor used to receive the position signal from the clutch pedal position sensor 26 in a control output for use by the electronic control unit 16 using logic in the EC3P 16C is stored, process. However, it is clear that in place of the position of the clutch pedal 25 the position of a master cylinder piston is monitored by a position sensor, or a number of switches can be used as indications of a clutch pedal position.

Determining the state of the clutch pedal 25 as pressed or released by the EC3P 16C running, which is part of the electronic control unit 16 is the clutch position signal from the position sensor 26 is used. The clutch position signal represents the current position (P _p ) of the clutch pedal 25 represents.

As in 1B In this case, a clutch actuation system consists of the clutch pedal 25 , the hydraulic Master cylinder 27 , a hydraulic slave cylinder (slave cylinder) 28 and a clutch release lever 29 who is in the clutch 8th engages her and her through a release camp 9 releases. However, it is clear that other means of converting movement of the clutch pedal 25 in engagement or disengagement of the clutch 8th could be used, and that the invention is not limited to the use of a hydraulic clutch actuation system.

It is also clear that the electronic clutch pedal position processor (EC3P) 16C be a separate unit and not as part of the main electronic stop-start control unit 16 could be trained.

The electronic control unit 16 receives several signals from the machine 10 , including a signal based on the speed of the machine 10 from a speed sensor (not shown) and sends signals to the machine that are used to shut down and start the engine 10 to control. In this case, the machine is 10 a machine 10 which is ignited by a spark, and the signals emitted by the electronic control unit 16 are sent to a fuel delivery system (not shown) for the engine 10 and an ignition system (not shown) for the engine 10 to control. When the machine 10 is a diesel engine, only the fuel supply to the machine would be controlled. The electronic control unit 16 consists of several components, including a central processing unit, memory devices, timers and signal processing devices to receive the signals from the sensors connected to the electronic control unit 16 are connected to convert data from the electronic control unit 16 used to stop the operation and, in particular, the automatic stopping and starting of the machine 10 to control. One of the storage devices of the electronic control unit 16 is a clutch pedal position memory 16M , The clutch pedal position memory 16M controls an adaptive set of clutch pedal positions that are expected to give a disengaged clutch engagement condition, as described in greater detail below.

During normal machine operation, the electronic control unit may 16 , which in this case comprises an engine management system and an idle control device, are operable to control the fuel delivered to the engine 10 and adjust the ignition system so that sparks to the machine 10 supplied by the spark plugs with the correct timing to produce the desired engine torque.

The electronic control device 16 controls the operation of the machine 10 , which can be operated in two modes, a first or automatic stop-start mode and a second or continuous mode. However, it will be understood that one or more separate electronic control devices could be used to control the normal operation of the machine 10 to control, and that the electronic control device 16 only switching the machine 10 between the two operating modes and the automatic stopping and starting of the machine 10 could control.

The electronic control unit 16 may also be operated to determine if appropriate the machine 10 in the first mode of operation by testing one or more machine operating parameters before allowing operation in the first mode.

These engine operating parameters may include the engine coolant temperature, whether any catalysts associated with the engine are lit-off, whether the engine is rotating within a predetermined speed range, the state of charge of a battery of the motor vehicle 5 and the current power consumption of the motor vehicle 5 ,

For example, if the coolant temperature is lower than assumed 65 ° C, or if the catalyst is not lit-off or the engine speed is greater than about 1100 RPM, entry into the first mode is prevented , and the electronic control device 16 Can be operated to the machine 10 to operate in a warm-up mode in which the machine 10 regardless of whether the motor vehicle 5 drives or stands, is operated.

Once it is determined that the engine operating conditions have been met, the stop-start system is set to the first mode when one or more predetermined engine stop and start conditions exist.

These machine stop and start conditions apply to an in-gear stop (SIG) shift system based on the signals received from the electronic control unit 16 from different sensors and systems.

• 1/ ist die Fahrzeuggeschwindigkeit gleich null, wie von dem Fahrzeuggeschwindigkeitssensor 21 angegeben,
• 2/ ist aktuell ein Gang ausgewählt, wie von dem Schalthebelsensor 12 angegeben,
• 3/ ist das Gaspedal 18 nicht gedrückt, wie von dem Gaspedalpositionssensor 19 angegeben,
• 4/ wird das Bremspedal 23 gedrückt wie von dem Bremspedalsensor 24 angegeben,
• 5/ ist der abgeleitete Zustand der Kupplung ausgerückt, und
• 6/ liegen keine Maschinenstoppinhibitoren vor, wie zum Beispiel eine hohe Stromanfrage von einer Klimaanlage, ein niedriger Ladezustand der Batterie und oder ein Systemfehler.

For example, to trigger a SIG machine stall, the following factors must be considered:

• 1 / the vehicle speed is zero, as from the vehicle speed sensor 21 stated
• 2 / a gear is currently selected, as from the shift lever sensor 12 stated
• 3 / is the gas pedal 18 not pressed, as from the accelerator pedal position sensor 19 stated
• 4 / becomes the brake pedal 23 as pressed by the brake pedal sensor 24 stated
• 5 / the derived state of the clutch is disengaged, and
• 6 / are no machine stop inhibitors, such as a high power request from an air conditioner, a low battery level and or a system error.

When all these requirements are met, the machine becomes 10 stopped, otherwise it remains in operation.

• 1/ ein Gang ist gerade ausgewählt, und
• 2a/ das Bremspedal 23 bewegt sich von gedrückt zu freigegeben, oder
• 2b/ das Gaspedal bewegt sich von freigegeben zu gedrückt, und
• 3/ der abgeleitete Zustand der Kupplung ist ausgerückt, und
• 4/ es liegen keine Maschinenstartinhibitoren vor, wie zum Beispiel ein Systemfehler.

To start the machine 10 in gear, the following conditions must be met:

• 1 / a gear is currently selected, and
• 2a / the brake pedal 23 moves from pressed to released, or
• 2b / the accelerator moves from released to depressed, and
• 3 / the derived state of the clutch is disengaged, and
• 4 / There are no engine startup inhibitors, such as a system failure.

When all these requirements are met, the machine becomes 10 otherwise it will be stopped.

With reference to the above-mentioned conditions 2a and 2b, it is clear that it depends on the configuration of the vehicle and the activated restart triggers, which of these conditions is relevant.

In certain embodiments, only the brake pedal position is used as a restart trigger, in other embodiments, only the accelerator pedal position is used as the restart trigger, but in the described embodiment, when either the brake pedal position changes from depressed to released or the accelerator pedal position changes from released to depressed, this is referred to as used a restart trigger.

2 maps three clutch states, Released, Pressed and Depressed, as well as the transition thresholds between these states. These three states are typically used today in start-stop applications.

In the area "R" becomes a clutch pedal 25 considered released, that is, the clutch 8th is definitively engaged, in the area "D" is the clutch pedal 25 considered as worn, and the clutch 8th is finally disengaged, and in the area "P" becomes the clutch pedal 25 as depressed and the clutch 8th could be disengaged or engaged depending on the position of the clutch pedal in the range "P" with respect to a clutch slip point P _bite .

The boundary between the areas pressed "P" and passed "D" in this case corresponds to a clutch pedal stroke of about 70%.

With reference to 3A A first embodiment of a method for deriving the clutch engagement state suitable for use by a SIG system is shown.

The procedure starts at box 105 , which is an ignition switch-on event for the motor vehicle 5 equivalent. The procedure then goes to box 110 , where it is checked whether the motor vehicle, as from the vehicle speed sensor 21 indicated, stands. If the vehicle speed is not substantially equal to zero, the clutch engagement state may not be deducted as disengaged, and the process goes to the box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If the vehicle 5 stands still, goes the procedure of box 110 to box 111 to determine if a gear is selected. This is done by using the signal from the shift lever sensor 12 , This condition is required because when the manual transmission 11 On idling is the torque that is on the clutch 8th is always zero, regardless of the clutch pedal position. Therefore, without this condition, the derived disengagement test could erroneously deduce that the clutch pedal position is beyond the clutch slip point, whereas in reality this is not the case.

If no gear is selected, the clutch engagement state can not be deducted as disengaged, and the procedure goes from box 111 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If a gear is currently selected, the procedure goes from Box 111 to box 112 continue to determine if the machine is in operation. This test is designed to ensure that the machine 10 is operating, because without a machine in operation, it is not possible to deduce from the clutch torque that the clutch 8th is disengaged. This is due to the fact that with a stationary machine 10 the clutch torque would be zero if the clutch 8th now indented or not.

Therefore, if the engine is not operating, the clutch engagement state can not be deducted as disengaged, and the process goes from box 112 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If on box 112 the machine is determined to be in operation, the procedure goes from box 112 to box 113 to determine if a machine idle speed controller is active. This condition is included to limit the clutch torque calculation to idle speed. This avoids machine transients and deceleration fuel cutoff conditions that add unnecessary complications. However, this condition is not essential and its use should not be considered as the only way to implement the derived disengagement strategy.

In this case, however, if the engine idle speed regulator is not active, the clutch engagement state can not be deducted as disengaged, and the process goes from box 113 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

To box 113 However, if the machine idle speed controller is detected as active, the procedure goes from box 113 to box 114 to check if the clutch torque is substantially zero. The clutch torque is based on calculations made in the engine management system of the motor vehicle 5 related to how much fuel in the engine 10 is to meet idle torque requests by the electrical load and the mechanical load on the machine 10 be taken into account.

If the clutch torque is not substantially equal to zero, the clutch engagement state may not be deducted as disengaged, and the procedure is taken from Box 114 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If on box 114 however, if the clutch torque is detected to be substantially equal to zero, Box's procedure proceeds 114 to box 118 to check if a stabilization period, such as one second, has elapsed. This condition is included as a robustness measure to ensure that noise or signal spikes do not unintentionally cause other conditions to be erroneously met only temporarily. A stabilization period of one second normally suffices for the disappearance of such conditions.

If the stabilization period has not elapsed, the clutch engagement state can not be deducted as disengaged, and the procedure is taken from Box 118 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If the on box 118 required stabilization period has elapsed, the procedure goes to Box 120 where it is confirmed that the derived engagement state of the clutch 8th Is "disengaged", and the result becomes the start-stop control device 16 spent to control the operation of the machine 10 to be used.

The procedure then goes from box 120 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

The method therefore provides a practical and inexpensive way of generating an indication of the engagement state of the clutch 8th without the need for an expensive or complicated clutch engagement sensor system. That is, no significant additional hardware or associated costs are required.

With reference to 3B A second embodiment of a method for deriving the clutch engagement state suitable for use by a SIG system is shown.

The method is identical in most respects to the previously described and numbered box, having the same functionality. The second embodiment adds three additional conditions in the boxes 115 . 166 and 177 between those already used in connection with the first embodiment, in 3A shown, discussed boxes 114 and 118 added.

In this case, if on box 114 If the engine torque is detected to be substantially equal to zero, the procedure goes from Box 114 to box 115 continue to check if the clutch pedal is depressed. That is, the output P _Sens from the clutch pedal position sensor in the form of the clutch master cylinder sensor 26 indicates that the clutch _{pedal has been} pressed more than a predetermined threshold _amount P _Thres .

For example, if threshold P _{Thres is} a signal equal to at _least 70% of the stroke of the clutch pedal 25 is, the test would be: -
Is P _Sens > P _Thres ? or Is P _Sens > 70% ?, if 'Yes' is the clutch pedal 25 stepped down, if 'No', is the clutch pedal 25 not passed.

This condition is included to add an additional protection layer to prevent a release from being successfully dissipated when an obviously false CMC sensor signal P _Sens exists. For example, when the CMC sensor position signal P _Sens indicates that the clutch pedal 25 is only 10% depressed and all other clutch test conditions indicate that the clutch disengagement is asserted, this means that there is an error related to the CMC sensor signal P _Sens , or there is a fault or failure in the clutch system itself. Under such circumstances, the derived disengagement tests should not be performed so that a machine stop event is not allowed.

In this case, therefore, if the clutch pedal from the sensor 26 is recognized as being unsheared, the clutch engagement state can not be deducted as disengaged and the procedure is taken from Box 115 to box 140 Next, where the result of Box 140 to the start-stop control device 16 is output to control the operation of the machine 10 to be used. Although this in 3B not shown could be a driver of the motor vehicle 5 be warned if such a condition is proven.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If on box 115 the clutch pedal 25 however, it is recognized as having passed, the procedure goes to box 116 continue to determine if the brake pedal 23 has passed through.

To box 116 it is checked if the signal from the brake pedal sensor 24 indicates that the brake pedal has been depressed. If it is determined that the brake pedal 23 has passed, the procedure goes to Box 117 continue to the condition of the gas pedal 18 to determine. This condition was added as an additional protective layer to confirm that the vehicle 5 actually stops. The precision of the vehicle speed signal from the vehicle speed sensor 21 at low speeds is not always enough to be sure that the vehicle 5 has come to a standstill. This means that it is included as an extra measure to ensure that the vehicle 5 does not drive downhill at idle drive speed, resulting in neutral Torque on the clutch 8th could result if the clutch 8th is actually engaged. The idle drive speed would have to be lower than the vehicle speed associated with the vehicle speed sensor 21 given the fact that the condition to box 110 dictates zero vehicle speed for the complete set of conditions to be met.

If on box 116 it is determined that the brake pedal 23 has not passed, the clutch engagement state can not be deducted as disengaged, and the procedure is taken from Box 116 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

To box 117 it is checked if the signal from the accelerator pedal sensor 19 indicates that the accelerator pedal is not pressed.

Under continued with box 117 , goes the procedure of box 117 to box 118 continues when from the accelerator pedal position sensor 19 it is determined that the gas pedal 18 not pressed. This condition is included because it is only desirable to deduce the disengagement if the conditions for the subsequent shutdown of the machine are met. If a driver of the motor vehicle demands torque, as it would if the accelerator pedal 18 is passed, no SIG stopping is triggered.

If on box 117 it is determined that the brake pedal 18 the clutch engagement state can not be deducted as disengaged, and the process goes from box 117 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If the procedure of box 117 to box 118 is advanced, it is checked as before if a stabilization period, such as one second, has elapsed. This condition, as before, is included as a robustness measure to ensure that noise or signal spikes do not inadvertently cause other conditions to be erroneously met only temporarily.

If, as before, the stabilization period has not elapsed, the clutch engagement state can not be deducted as disengaged, and the procedure is taken from Box 118 to box 140 continue where the result to the start-stop control device 16 is output to control the operation of the machine 10 to be used.

The procedure then goes from box 140 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

If the on box 118 required stabilization period has elapsed, the method goes to Box as before 120 where it is confirmed that the derived engagement state of the clutch 8th Is "disengaged", and the result becomes the start-stop control device 16 spent to control the operation of the machine 10 to be used.

The procedure then goes from box 120 to box 190 Next, to check if an ignition-off event has occurred, if it has occurred, the method ends in box 199 , and otherwise it returns to box 110 back to start the next cycle.

This second embodiment also provides a practical and inexpensive way of generating an indication of the engagement state of the clutch 8th without requiring an expensive or complicated clutch engagement sensor system, and is more robust in operation than that of the first embodiment.

With reference to the 4A to 6 is a method for automatically stopping and starting the machine 10 of the motor vehicle 5 shown while the manual multi-speed manual transmission 11 that from the machine 10 is driven, has engaged a gear.

The procedure starts at box 205 which is an ignition-on event that occurs in the operation of the motor vehicle 10 results, corresponds.

The procedure then goes to box 210 Next, where it is checked whether the motor vehicle 5 emotional. That is, if the vehicle speed (VS) is greater than zero. If the answer is yes, the process stops and wears backwards to check the vehicle speed again. That is, in-gear stopping is possible only when the vehicle speed is substantially equal to zero, and when the vehicle speed is substantially not equal to zero, in-gear stopping is not allowed.

If it is determined that the vehicle speed is not greater than zero, the process continues to Box 220 ,

To box 220 it is checked whether the conditions for derived clutch release are met. These conditions were previously described with reference to the 3A and 3B described and will not be described again in detail here. Therefore, if the result of this test is that the derived clutch state is disengaged, as per Box 120 on the 3A and 3B , goes the procedure of box 220 to box 225 but if the derived clutch state is that the clutch is not in accordance with the box 140 on the 3A and 3B is confirmed as disengaged, the procedure goes to box 227 further.

To box 227 previously stored values of P _s clutch pedal positions, which is expected that they result in a disengaged clutch engagement occurring at the engaged side of the current clutch pedal position P _p of the clutch pedal position sensor 26 or by any other sensor capable of providing an output indicative of the clutch pedal position and therefore the clutch engagement state. For example, if the current clutch pedal position P _p indicates that the clutch pedal 25 has been pressed to 73% of its maximum stroke, all stored clutch pedal position values P _s that are lower than 73%, such as 70%, are cleared.

The values of the clutch pedal positions P _s that are expected to give a disengaged clutch engagement state become a record in the clutch pedal position memory 16M stored in this case as part of the electronic control unit 16 is formed, but could also be part of another electronic unit or control device. The clutch pedal positions P _s are therefore from the data set stored in the clutch pedal position memory 16M stored, deleted.

This technique adapts the system to changes in the clutch slip point by removing it from the clutch pedal position memory 16M Clutch pedal positions are deleted, which can no longer be reliably expected to produce a disengaged clutch state.

Under continued with box 227 , goes the procedure of box 227 to box 228 continue where the machine 10 not stopped, and then returns to box 210 back to check again if the motor vehicle 5 emotional.

Referring again to Box 220 if the conditions are met, the procedure goes from box 220 to box 225 where the current clutch pedal position P _p from the clutch pedal position sensor 26 is read and temporarily stored as a clutch pedal position P _pc corresponding to a derived disengaged clutch state. As an alternative to this, the most recent value of P _{s generated} in step 230 stored for later comparison purposes.

The procedure then continues to Box 230 where the current clutch pedal position P _p to the record of the clutch pedal position memory 16M as the last stored clutch release value P _{s is} added. That is, because the clutch 8th has been derived as being disengaged, the current clutch pedal position P _{p represents} the last clutch pedal position that relates to a disengaged state of the clutch 8th always refers and contains 'n' last stored clutch pedal positions P _s .

The clutch pedal position memory 16M is an overwritable memory or a rolling register. That is, there are a fixed number, n 'of stored clutch pedal position values P _s , such as and fifty positions, and fifty-first clutch pedal position value P _p to the clutch pedal position memory 16M is added, the oldest stored clutch pedal position value is overwritten or cleared from memory so that the clutch pedal position memory 16M is constantly updated to changes the clutch 8th or the actuation system as well as variations in the coupling point. Before the clutch pedal position memory 16M reaches its limit, the clutch pedal position values are stored in the record in the order in which they are received.

Under continuation of box 230 , the procedure goes to box 235 to determine if the conditions for SIG stopping are met.

• 1/ die Fahrzeuggeschwindigkeit ist gleich null, wie von dem Fahrzeuggeschwindigkeitssensor 21 angegeben, und
• 2/ der abgeleitete Zustand der Kupplung ist ausgerückt, und
• 3/ ein Gang ist aktuell ausgewählt, wie von dem Schalthebelsensor 12 angegeben, und
• 4/ das Gaspedal 18 ist nicht gedrückt, wie von dem Gaspedalpositionssensor 19 angegeben, und
• 5/ das Bremspedal 23 wird gedrückt, wie von dem Bremspedalsensor 24 angegeben, und
• 6/ es liegen keine Maschinenstoppinhibitoren vor, wie zum Beispiel eine hohe Stromanfrage von einer Klimaanlage, ein niedriger Ladezustand der Batterie und oder ein Systemfehler.

The complete conditions for SIG stopping are: -

• 1 / the vehicle speed is equal to zero, as from the vehicle speed sensor 21 specified, and
• 2 / the derived state of the clutch is disengaged, and
• 3 / a gear is currently selected, as from the shift lever sensor 12 specified, and
• 4 / the gas pedal 18 is not pressed, as from the accelerator pedal position sensor 19 specified, and
• 5 / the brake pedal 23 is pressed as from the brake pedal sensor 24 specified, and
• 6 / There are no engine stop inhibitors, such as a high power request from an air conditioner, a low battery state of charge, or a system failure.

Conditions 1 and 2 were already on the boxes 210 and 220 tested, so the current demand, the box 235 to be fulfilled, the following is:
A gear is currently selected, and the gas pedal 18 is not pressed and the brake pedal 23 is pressed and there are no machine stop inhibitors.

If these conditions to box 225 are not met, the procedure goes to Box 228 continue where the machine 10 not stopped, and the process then returns to box 210 back to check again if the motor vehicle 5 emotional.

However, if the SIG stop conditions on box 235 are met, the procedure goes to Box 237 continue where the machine 10 is stopped so that it is in a state with the machine off, as in box 240 specified.

While the machine 10 is in the engine-off state, the clutch pedal position P _{p is} constantly monitored for use in deciding whether the engine 10 to be restarted, as in box 245 specified, and then will box 250 determines if the conditions for a SIG engine start are met.

The conditions for a SIG start are in 4C and will now be described in detail.

To box 250a it is determined whether the SIG start request is a driver initiated request, such as releasing the brake pedal 23 or pressing the accelerator pedal 18 , If the start request is not a driver initiated launch request, the procedure goes to box 250n which merely confirms that the start is a system-initiated start request, such as a low state of charge of the battery 15 or an air conditioning request.

The procedure then goes to box 250p to check whether the current clutch pedal position P _{p is} greater than or equal to the clutch pedal position P _pc corresponding to a previously stored derived disengaged clutch state. That is, the clutch pedal position has changed since then the engine 10 was stopped?

5A shows this process schematically. The point 'a' corresponds to a clutch pedal position P _pc connected to box 225 was saved as the machine 10 to box 237 is stopped, and points' b 'and' c 'represent two possible actual clutch pedal positions P _p . If the current clutch pedal position P _{p is} equal to or equal to the disengaged side of point a', as exemplified by the point c 'displayed, the test is on box 250p passed. Conversely, if the current clutch pedal position P _{p is} engaged further than the stored clutch pedal position P _pc , as indicated by the point 'b' by way of example, the test will be sent to Box 250p failed.

This can be expressed in terms of clutch pedal position sizes as:
If P _p <P _pc , go to Box 250r ; otherwise go to Box 250y ,

It will be understood that assuming there are no faults in the clutch actuation system, a 0% clutch pedal position indicates that the clutch pedal is not depressed at all and the clutch 8th is definitively engaged, and a clutch pedal position size of 100% indicates that the clutch pedal 25 fully penetrated and the clutch 8th finally disengaged.

A restart is therefore not allowed for a system initiated restart request when the clutch pedal position P _p moves to a more engaged position since the time the engine was at rest 10 stopped, changed.

To box 250r the conditions for a SIG start are not met because the clutch pedal position test on box 250p was not passed, and the procedure goes from box 250 to box 255 Next, where the driver may request to pass the clutch / select the idle or be warned that an SIG start is not possible. The procedure then goes from box 255 to box 240 continue where the machine 10 remains in the off state.

If on return to box 250p the current clutch pedal position P _{p is} equal to or greater than the stored clutch position P _pc , as the engine 10 was stopped, that is, the clutch pedal position P _p equal or further disengaged is, the procedure goes to box 250y continue and then from box 250 to box 260 where the machine 10 is started. The procedure then goes from box 260 to box 280 further, where it is checked whether an ignition switch-off event has occurred, and if so, the method ends in Box 290 and otherwise it goes back to Box 210 to check if the vehicle speed is substantially zero.

It is clear that in practice the system may also have timers or deadlines to accommodate the driver's changes of mind to avoid the machine 10 started and then stopped immediately afterwards. Control techniques for processing a driver's change of mind are disclosed in the patent UK 2 427 441 described.

In the case of the system initiated start provided that the clutch release test on box 250p is passed, the machine becomes 10 restarted. As an alternative not shown could be a box between the boxes 250p and 250y Check to make sure there are no system errors. In such a case, if there are no system errors, the process would become box 250y go on, otherwise it would be too box 250r continue.

Under return to box 250a on 4C if the start request is a driver-initiated start request, the procedure moves to Box 250b continue to the current clutch position P _p compared to the clutch pedal positions P _s , which in the record of the clutch pedal position memory 16M stored are to be checked. When the current clutch pedal position P _{p is} equal to or greater than the lowest disengaged clutch pedal position of any of the clutch pedal positions P _s stored in the clutch pedal position memory 16M stored, the test will be sent to Box 250b otherwise it will not be passed.

If the test fails, the procedure goes from Box 250b to box 250f continue and then from box 250 to the boxes 255 and 240 , as described above, and the machine 10 stays off.

5B indicates a representative number of clutch pedal positions P _s stored in the clutch pedal position memory 5B displayed as 'Passed Tests'. The upper and lower limits of this range are determined by the lowest value of the clutch pedal position P _smin stored in the clutch pedal position memory 16M is stored, and the maximum value of the clutch pedal position P _smax in the clutch pedal _{position memory} 16M is stored, limited. These values are the values that are in box 230 are stored. Note that the on 5B values indicated as 'failed tests' are previously stored clutch pedal positions P _{s which} are in box 227 to be deleted. They are all unlearned or deleted because the inferred engagement test has failed and it is therefore no longer safe to assume that the corresponding clutch pedal position will now result in a disengaged clutch condition.

The test on box 250b is passed, provided that the current clutch position P _{p is} greater than P _smin .

If the test to box 250b is passed, the procedure goes from box 250b to box 250x further. To box 250x It is checked whether all other SIG start conditions are met.

• 1/ ein Gang ist gerade ausgewählt, und
• 2a/ das Bremspedal 23 hat sich von gedrückt zu freigegeben bewegt, oder
• 2b/ das Gaspedal 18 hat sich von freigegeben zu gedrückt bewegt, und
• 3/ es liegen keine Maschinenstartinhibitoren vor, wie zum Beispiel ein Systemfehler.

The other conditions for a SIG start next to a disengaged clutch are:

• 1 / a gear is currently selected, and
• 2a / the brake pedal 23 has moved from depressed to released, or
• 2b / the gas pedal 18 has moved from released to pressed, and
• 3 / There are no engine startup inhibitors, such as a system failure.

In this case, when the brake pedal is either released or the accelerator pedal depressed, it is designed as a restart trigger.

Therefore, in the case of this embodiment, when a gear is currently selected and either the brake pedal 23 released or the gas pedal 18 has been pressed and there are no engine start inhibitors, the procedure goes from box 250x to box 250y continue, otherwise it goes to box 250f and then from box 250 to the boxes 255 and 240 as described above.

It is clear that conditions 2a and 2b are already in box 250a can be fulfilled and that the machine 10 could be started, whether the manual transmission 11 now has a gear engaged or not, but for the specific case of a SIG start must the manual transmission 11 have an inserted gear.

With reference to the above-mentioned conditions 2a and 2b, it is clear that it depends on the configuration of the vehicle and the activated restart triggers, which of these conditions is relevant.

In certain embodiments, only the brake pedal position is used as a restart trigger, in other embodiments, only the accelerator pedal position is used as the restart trigger, but in the described embodiment, when either the brake pedal position changes from depressed to released or the accelerator pedal position changes from released to depressed used a restart trigger.

From box 250y the procedure goes from box 250 to box 260 continue where the machine 10 is started. The procedure then goes to box 280 further, where it is checked whether an ignition switch-off event has occurred, and if so, the method ends in Box 290 , and otherwise it goes back to box 210 to check if the vehicle speed is substantially zero.

The disclosed method for controlling the SIG operation of the machine 10 therefore uses two different coupling position tests depending on the nature of the request for a machine start. When the starting is initiated by the driver, a less restrictive test is used than when starting automatically from the stop-start system due to changes in the operation of the motor vehicle 5 is initiated. This increases the opportunities to start the machine 10 without increasing the risk of unintentional movement when the driver does not expect a start. It will be appreciated that in a request initiated by the driver, the driver must actively request a start by moving the brake pedal or accelerator, and therefore he is aware that a start is imminent.

6 shows a situation where the clutch grinding point suddenly during the period in which the machine 10 was in the off state, from the position BP (1), which is the original Kupplungsschleifpunkt, as the machine 10 stopped, changed to BP (2), which is the current clutch slip point. Although it is not likely that such a situation will occur and this would indicate a problem with the clutch 8th or has occurred with the clutch actuation system, the effect of such a change is significant for the clutch engagement state.

The point, d 'is the clutch position P _pc , as the engine 10 was stopped, and the point 'e' is the current clutch pedal position P _p . Note that engine startup in this case is likely to result in some vehicle motion, since the current clutch pedal position P _{p is} now on the engaged side of clutch grind point BP (2), but since the driver requires takeoff, this is acceptable and does not seriously harm to be taken on security risk. If, however, the box 220 the next time the test is likely to fail, all of the clutch pedal positions to the engaged side of the new clutch slip point BP (2) are likely to be cleared.

As described above, the method uses to stop and start the machine 10 while on the manual transmission 11 a gear is engaged, an adaptively-derived clutch engagement state method to provide increased opportunities to restart the engine 10 after being stopped, to offer. The basic steps of this procedure are in 7 shown.

The procedure begins at step 310 , which is an ignition-on event, after which it is boxed 320 continues where the machine 10 is in operation. The clutch pedal position P _p is constantly from the clutch pedal position sensor 26 as in box 330 indicated, monitored, and attached to box 340 a request for determining a derived clutch state is received. In this case, a request to determine the derived clutch engagement state could be a driver initiated request to stop the engine while on the manual transmission 11 a gear is engaged. The derived clutch engagement state will be as described above with reference to FIG 3A or 3B described determined.

After boxing 340 the derived clutch engagement state has been determined, the method goes to Box 350 where it is decided whether the derived clutch engagement state is disengaged. If the derived clutch engagement condition is "disengaged," the procedure moves to Box 360 continue, otherwise it goes to box 370 further.

To box 360 , The box 230 on 4A is added, the current clutch pedal position P _{p is added} to the record stored in the clutch pedal position memory 16M was saved to update it with the most recent clutch pedal position derived as disengaged. Thus, the clutch pedal position memory becomes 16M is updated with additional values of the clutch pedal position P _p derived as being disengaged, thereby producing a series of stored clutch pedal positions P _s , all of which are considered to be clutch pedal positions which are expected to give a disengaged clutch state. The clutch pedal positions P _s are derived positions and not actual positions because the current clutch slip point is not currently known so that these stored clutch pedal positions P _s can not be definitively confirmed to represent a disengaged clutch state.

After box 360 the procedure goes to box 380 to test whether an ignition-off event has occurred, and if so, the method ends in Box 390 otherwise, it wears off to box 320 back to perform another cycle.

If on box 350 if the derived clutch engagement condition is not "disengaged", the procedure moves to Box 370 further. To box 370 All stored clutch pedal positions P _s in the record of the clutch pedal position memory 16M that are more engaged than the current clutch pedal position P _p , cleared. This is because the current clutch pedal position P _p has occurred when the derived clutch pedal position was not disengaged, so it is not certain that such a clutch pedal position or a more engaged one would result in a disengaged clutch state. For example, if the current clutch pedal position P _{p is} 71%, all P _s values smaller than 71%, such as 70%, 69%, etc., are cleared. It will be understood that the values used for this comparison could not be percentages and could be analog or digital representations of clutch pedal position.

After box 370 the procedure goes to box 380 to test whether an ignition-off event has occurred, and if so, the method ends in Box 390 otherwise, it wears off to box 320 back to perform another cycle.

In summary, if the clutch position P _{p is} within a derivative release memory range as defined by previously stored values P _s , a driver initiated SIG restart request is allowed if there are no startup inhibitors. When the clutch pedal position P _{p is moved} out of the derived release memory area, a SIG restart request is not allowed.

In the case of a system initiated restart, this is only allowed when the clutch pedal position P _{p is} equal to or greater than the clutch pedal position P _pc , which corresponds to a derived disengaged clutch state that was generated when the engine was stopped, and if no Start inhibitors are present. The reason why system initiated restarts are not allowed using the full extent of the derived release memory area in the case of a system initiated startup is that the system can not immediately compensate for significant movement of the clutch slip point if it quickly, as in 6 shown, occurs. Such a quick change of the grinding point would cause unintentional movement of the vehicle. In the case of a driver-initiated start, this is acceptable because it is likely that the driver intends to drive away at the moment a driver-initiated restart request is executed, and therefore the driver is alert and ready to to control the movement of the vehicle. However, in the event of an automatic system-initiated reboot, which could occur at any time during a SIG stop event, the driver may not be able to control the vehicle if it suddenly jerks.

It will be appreciated that the stored derivative clutch release point record P _{s will, of} course, self-adjust to account for any movement of the current clutch slip point in one direction or the other over time (for example, caused by clutch wear, clutch self-adjustment, or vaporizing / deterioration) hydraulic fluid).

Although in the example given it is suggested that the one in the clutch pedal position memory 16M If the stored record is maintained across vehicle ignition key cycles, this need not be the case and the clutch pedal position memory 16M could alternatively be cleared at each ignition key cycle.

Although the invention has been described by way of example for embodiments using the clutch pedal position as an indication of the clutch engagement state because the movement of the clutch pedal 25 the engagement and disengagement of the clutch 8th controls. It will be appreciated that measuring the movement of other clutch actuation system components having a relationship with clutch engagement could be used and that the term "clutch pedal position" is intended to cover such other measurements. For example, a sensor that measures the motion of either the slave cylinder piston, the slave cylinder output rod, the master cylinder piston, the master cylinder input rod, or the clutch release lever, could generate a signal that correlates with the clutch engagement state and corresponds to the "clutch pedal position."

It will be understood that the clutch pedal could alternatively be a manually operated clutch release device, and that the accelerator pedal could also be a manually operated driver torque request device.

It will be understood by those skilled in the art that while the invention has been described by way of example with reference to one or more embodiments, but not limited to the disclosed embodiments, and that alternative embodiments could be practiced without departing from the scope of the invention as defined by the appended claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• GB 2427441 [0142]

Claims (19)

A method for generating an adaptive derived clutch engagement state of a clutch drivingly connecting an engine of a motor vehicle to a manual multi-speed transmission and for which the engagement state of the clutch is controlled by movement of a clutch pedal, the method comprising monitoring the position of the clutch pedal, generating a derived clutch engagement state if the current speed of the vehicle is substantially zero, a gear in a manual transmission of the vehicle is selected and the engine is running, storing a current measured clutch pedal position when the derived clutch engagement state is disengaged, and if the derived clutch engagement state is not disengaged, Removing the stored clutch pedal positions that are more engaged than the current measured clutch apply position. The method of claim 1, wherein storing and removing stored clutch pedal positions generates an adaptive set of clutch pedal positions that are expected to produce a disengaged clutch engagement state. The method of claim 2, wherein storing a current measured clutch pedal position comprises updating the record of the clutch pedal positions with a current measured clutch pedal position. The method of claim 3, wherein the data set has a predefined number of stored clutch pedal positions and, if the data set is full, updating the data set comprises overwriting the oldest stored clutch pedal position by the most recent clutch pedal position. The method of any one of claims 2 to 4, wherein removing the stored clutch pedal positions comprises removing from the record all stored clutch positions that are more engaged than the current measured clutch pedal position. The method of claim 1, wherein when the torque transmitted from the clutch is substantially equal to zero, the method comprises deriving that the clutch engagement state is disengaged, and otherwise deriving that the clutch engagement state is not disengaged. A method of stopping and starting an engine of a motor vehicle that drives a manual multi-speed transmission via a clutch whose engaged state is controlled by a clutch pedal, the method comprising determining whether a request for engine start is a driver-generated or system-generated request generated request, and if the start request is a driver-generated start request, determining whether the engine is based on a comparison of a current measured clutch pedal position with a number of stored derived disengaged clutch pedal positions, by a method as in any one of claims 1 to 6 claimed to be started. The method of claim 7, wherein when the current clutch pedal position is equal to or greater than the lowest stored disengaged clutch pedal position, the method comprises starting the engine. The method of claim 7 or claim 8, wherein if the current clutch pedal position is less than the lowest stored disengaged clutch pedal position, the method comprises not starting the engine. The method of claim 7, wherein if the engine start request is a system generated request, it is determined whether to start the engine based on a comparison of the current clutch pedal position with a clutch pedal position when the engine was stopped. The method of claim 10, wherein when the clutch pedal position is equal to or more advanced than it was when the engine was stopped, the method comprises starting the engine. The method of claim 7 or claim 8, wherein when the clutch pedal position is more engaged than it was when the engine was stopped, the method comprises not starting the engine. The method of claim 4, wherein in response to a machine stop request generated by the driver when a gear is engaged on the manual transmission and the vehicle is stationary, the method further comprises determining whether to stop the engine based on a derived clutch engagement condition becomes. The method of claim 13, wherein when the derived clutch engagement condition is disengaged, the engine is stopped and otherwise remains operational. The method of claim 14, wherein the clutch engagement state is derived as disengaged when the torque transmitted from the clutch is substantially equal to zero. A device for stopping and starting an engine of a motor vehicle which drives a manual multi-speed transmission via a clutch whose engaged state is controlled by a clutch pedal, the device having an electronic control unit which can be operated to determine whether a request for a Engine Start is a request generated by the driver or a request generated by the system, and if the start request is a request generated by the driver, the electronic control unit can be operated to determine whether the engine based on a comparison of a current measured clutch pedal position measured by a clutch position sensor is started with a number of derived disengaged clutch pedal positions stored in a memory of the electronic control unit. A method for generating an adaptive derivative clutch engagement state of a clutch, substantially as described herein with reference to the accompanying drawings. A method of stopping and starting an engine of a motor vehicle, substantially as discussed herein with reference to the accompanying drawings. Apparatus for stopping and starting an engine of a motor vehicle driving a manual multi-speed transmission via a clutch, substantially as described herein with reference to the accompanying drawings.

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