DE112015002030T5 - Stop control device for an internal combustion engine - Google Patents

Abstract

A stop control device for an internal combustion engine is provided which is capable of reducing the discomfort of a vehicle occupant caused by vibration generated in an internal combustion engine when the internal combustion engine is turned off. A vehicle-mounted stop control apparatus for an internal combustion engine including an internal combustion engine and an ASG having an automatic shift operation and an automatic clutch operation performs a clutch operation so as to select a transmission state of the automatic clutch, and thus performs the shift operation indicates that a highest gear is set under the condition that a vehicle speed V is less than a predetermined vehicle speed Vth and a stop instruction for the engine is detected.

Description

TECHNICAL SPECIALTY

The present invention relates to a stop control apparatus for an internal combustion engine, and more particularly to a stop control apparatus for an internal combustion engine used in a vehicle equipped with an automatic transmission, i.e., an automatic transmission. an ASG (automated manual transmission), which has an automatic clutch function and an automatic switching function.

STATE OF THE ART

In a vehicle equipped with an internal combustion engine, a vibration generated when the engine is stopped in the engine is transmitted to a vehicle body and transmitted to a vehicle occupant in the form of an uncomfortable vibration. The vibration generated when the engine is stopped is particularly noticeable in a resonance range of the rotational speed in which a frequency corresponding to an engine speed in the lower engine speed range coincides with a natural frequency of a vehicle drive system when the engine speed is slowed down.

A stop control apparatus for an internal combustion engine which suppresses the vibration generated when the engine is stopped is known from US Pat Japanese Patent No. 3991674 (Patent Document 1). The im Japanese Patent No. 3991674 The disclosed stop control apparatus for an internal combustion engine controls a lift amount of an intake valve to be a minimum value, and abruptly reduces an intake air amount while fully closing a throttle when the engine is off. In addition, fuel injection is stopped at this time.

Accordingly, an output torque of the engine rapidly decreases.

As a result, a period in which the engine speed remains at the engine when the engine is stopped can be shortened. As a result, the vibration generated when the engine is stopped can be suppressed.

QUOTE LIST

Patent Document

• Patent Document 1: Japanese Patent No. 3991674

BRIEF SUMMARY OF THE INVENTION

PROBLEM TO BE SOLVED BY THE INVENTION

In the engine stop control device of the Japanese Patent No. 3991674 However, when the prior art disclosed such technique, air which has already been sucked into an intake passage formed by an intake pipe, a surge tank and an intake manifold is sucked into a cylinder of the engine even if the throttle valve is completely closed in the parked state of the engine. For this reason, the pressure in the cylinder (hereinafter referred to as "cylinder pressure") does not decrease immediately. In addition, a piston in compression stroke within the cylinder may cause a crankshaft rotation when the engine is off.

For this reason, in the engine stop control apparatus of the related art, the crankshaft continues to rotate for a certain period of time due to inertia, even when the throttle valve is fully closed when the engine is stopped. As a result, in the engine stop control apparatus of the related art, vibration is generated in the engine due to the rotation of the crankshaft caused by the inertia. So there is the problem that the vibration in the form of an unpleasant vibration is transmitted to a vehicle occupant.

The object of the invention is thus to provide an engine stop control apparatus for an internal combustion engine capable of reducing the vehicle occupant's discomfort caused by the vibration generated in the engine as compared with the engine stop control apparatus of the related art.

MEANS OF SOLVING THE TASK

According to a first aspect of the invention, there is provided a stop control apparatus for an internal combustion engine mounted on a vehicle, comprising: an engine that generates a driving force of the vehicle, a transmission mechanism that controls a rotation output from the engine while changing the rotation according to a gear ratio corresponding to an arbitrary gear stage outputs to a drive wheel, a clutch which switches between a transmission state in which a driving force between the engine and gear mechanism is transmitted, and a disconnection state in which the transmission of the driving force is interrupted, and a control unit that controls a shift to determine the gear ratio and automatically executes a clutch operation for changing the state of the clutch, wherein the stop control device for an internal combustion engine comprises: a vehicle speed detection unit configured to detect a vehicle speed; and a stop-instruction detecting unit configured to detect a state in which a stop instruction for the internal combustion engine is generated, the control unit executing the coupling operation so as to shift the clutch to the transmission state and to perform the shift operation so as to the gear stage shifts to a forward gear stage under the condition that the vehicle speed detected by the vehicle speed detecting unit is less than a predetermined vehicle speed and the stop instruction for the engine is detected by the stop instruction detecting unit.

According to a second aspect of the invention, it is preferable that the stop control apparatus for an internal combustion engine also includes a brake control unit that controls a brake device that applies a braking force to the drive wheel and that the brake control unit controls the brake device such that a braking force is applied to the drive wheel is applied to the condition that the stop instruction for the internal combustion engine is detected by the stop instruction detection unit.

According to a third aspect of the invention, it is preferable that the control unit carries out the coupling operation so as to shift the clutch to the transmission state and to perform the shift so as to shift to a highest speed gear having the smallest gear ratio on the condition that the transmission of the transmission ratio the vehicle speed detection unit detected vehicle speed is less than a predetermined vehicle speed and the stop instruction for the internal combustion engine has been detected by the stop instruction detection unit.

EFFECT OF THE INVENTION

In this way, according to the first aspect, it is possible to select the transmission state of the clutch and to shift to the forward speed under the condition that the vehicle speed is lower than the predetermined vehicle speed and the stop instruction for the internal combustion engine has been detected. For this reason, when the stop instruction for the internal combustion engine is generated, the drive gear, the gear mechanism connected to the forward speed, and the engine are connected to each other. As a result, a sudden load is applied to the engine.

As a result, the engine can be stopped early. According to the first aspect, therefore, in comparison with the related art, the discomfort of the vehicle occupant caused when the engine is shut down by the vibration generated in the engine can be reduced.

According to the second aspect, since the brake device applies a braking force to the drive wheel under the condition that the stop instruction for the internal combustion engine is detected, the vehicle can be prevented from moving when the engine is turned off.

According to the third aspect, it is possible to select the transmission state of the clutch and to shift the gear stage to a highest gear with the smallest gear ratio on the condition that the vehicle speed is lower than the predetermined vehicle speed and the stop instruction for the internal combustion engine is detected. As a result, it is possible to reduce the drive torque transmitted from the engine to the drive wheel when a stop instruction for the internal combustion engine is generated. Thus, it is possible to prevent movement of the vehicle with the engine stopped.

BRIEF DESCRIPTION OF THE DRAWINGS

1 FIG. 10 is a configuration diagram illustrating a main part of a vehicle having a stop control device for an internal combustion engine according to an embodiment of the invention; FIG.

2 FIG. 10 is a flowchart illustrating a flow of an engine stop control process executed by an ECU of the stop control apparatus for an internal combustion engine according to the embodiment of the invention; FIG. and

3 FIG. 10 is a timing chart for an engine stop state in the vehicle equipped with the stop control device for an internal combustion engine according to the embodiment of the invention. FIG.

EMBODIMENT (S) OF THE INVENTION

In the following, an embodiment of the invention will be described in detail with reference to the drawings. As in 1 shown includes a vehicle 1 equipped with a stop control device for an internal combustion engine according to an embodiment of the invention, a motor 2 as an internal combustion engine, an ASG ( automatic transmission) 3 , a braking system 4 , an ECU (Electric Control Unit) 5 as a control unit and a drive wheel 7 , It is also in 1 only one drive wheel 7 a pair of drive wheels 7 shown.

The motor 2 is formed as a four-stroke gasoline engine, which performs a series of four strokes, namely, an intake stroke, a compression stroke, a power stroke and an exhaust stroke, and performs ignition between the compression stroke and the power stroke, to a driving force of the vehicle 1 to create.

With the engine 2 is an intake manifold 21 connected. In the intake manifold 21 is a surge tank 22 provided temporarily stores new intake air. Further, an intake pipe 23 with the expansion tank 22 connected. An air filter 24 , which cleans incoming fresh air from outside the vehicle, is upstream of the suction direction of the intake pipe 23 intended.

In the intake manifold 21 , in the expansion tank 22 and in the intake pipe 23 is a suction passage 25 formed with an intake opening (not shown) of the engine 2 communicates. The intake passage 25 is with a throttle 26 provided that the flow rate, ie the intake air amount of the in a combustion chamber (not shown) of the engine 2 inserted fresh air, sets.

The throttle 26 is opened and closed by a throttle actuator (not shown). The opening process and the closing process of the throttle valve 26 be through the ecu 5 controlled by the throttle valve actuator.

There is also an exhaust manifold 27 with the engine 2 connected. With the exhaust manifold 27 is an exhaust pipe 28 connected. In the exhaust manifold 27 and in the exhaust pipe 28 is one with an exhaust port (not shown) of the engine 2 related exhaust passage 29 educated.

The exhaust passage 29 is with a catalyst 30 provided, the one from the engine 2 ejected and through the exhaust passage 29 flowing exhaust gas cleans. The motor 2 is with an engine speed sensor 101 provided on the basis of the angle of rotation of a crankshaft (not shown) of the engine 2 can detect an engine speed Ne.

The ASG 3 includes a gear mechanism 31 and an automatic clutch 32 as a clutch. The ASG 3 is a transmission unit that performs a shifting operation for determining the gear stage of the transmission mechanism 13 and a clutching operation for shifting the automatic clutch 32 can perform automatically.

The switching process is performed by the ECU 5 controlled, for example via an electromagnetic or hydraulic switching actuator 31a comprising a shift actuator and a select actuator (not shown). The shift operating device 31a can be based on one of the ECU 5 transmitted transmission control signal can be actuated.

The coupling process is performed by the ECU 5 controlled, for example via an electromagnetic or hydraulic clutch actuator 32a , The clutch actuator 32a can be based on one of the ECU 5 transmitted clutch control signal can be actuated.

In the vehicle 1 According to the embodiment, an automatic transmission mode or a manual mode can be set. For example, when the automatic transmission mode is set, the shift operation and the clutch operation are automatically performed, for example, depending on the vehicle speed or an opening degree of the accelerator pedal.

When the manual mode is set, the shift operation and the clutch operation are executed in response to the operation of a shift lever (not shown) by the driver. The automatic transmission mode and the manual mode can be set arbitrarily by the driver.

In the embodiment, in addition to the shift and clutch operations performed in the automatic transmission mode or in the manual mode, the shift operation and the clutch operation of the ASG are performed 3 even if the engine 2 stopped automatically. This will be described in more detail below.

The transmission mechanism 31 is similar to a manual transmission unit formed and includes, for example, a plurality of gear sets (not shown), which normally engage to define a plurality of gear stages, a synchronization device (not shown) having a drive shaft or an output shaft (not shown) with a the plurality of gear sets synchronized, and the shift operating device 31a ,

The thus formed gear mechanism 31 changes the engine 2 output rotation having a gear ratio corresponding to one of the plurality of gear stages, and transmits the rotation to each of the drive wheels 7 via a differential device (not shown).

In the present case, the transmission mechanism 31 as gear steps, for example Forward speeds, comprising a first to fifth gear, and a reverse gear set. In this case, the fifth gear stage is the highest stage of the forward gear stages. The number of forward gears is dependent on the technical data of the vehicle 1 differently. The invention is not limited to one to five gear ratios.

The automatic clutch 32 is designed for example as a friction clutch and includes the clutch actuator 32a , The automatic clutch 32 is adapted to between a transmission state in which a driving force between the engine 2 and the transmission mechanism 31 is transmitted, and a disconnection state in which the transmission of the driving force by the clutch actuator 32a is interrupted, to switch.

The brake system 4 includes a brake device 41 that applies a braking force to each of the drive wheels 7 and a brake control unit 42 which the braking device 41 controls. The brake system 4 According to the embodiment is designed to perform, for example, a stability control such as an ABS (Antilock Brake System) or a vehicle dynamics control (EPS, brand: Electronic Stability Program).

The brake device 41 generates a brake pressure in response to a depression amount of the brake pedal (not shown) by the driver to apply a braking force to each drive wheel 7 and automatically generates a brake pressure in response to a by the brake control unit 42 from the ABS or ESP transmitted brake control signal to a braking force on each drive wheel 7 applied.

The invention is not limited to the ABS or ESP functions described above for automatically applying a braking force to each drive wheel 7 limited. For example, a traction control can be used. The brake device 41 may apply a braking force to another vehicle wheel than the drive wheel 7 , for example, on a driven wheel, muster.

As a braking device 41 For example, a hydraulic brake unit may be used that includes a pressure source, a pressure release valve and a pressure increase valve, and a brake pressure in a wheel cylinder (not shown) of each drive wheel 7 brings.

The brake control unit 42 is with the ECU 5 connected and controls the braking device 41 in response to various control signals, such as a signal indicative of a condition in which the ECUs 5 transmitted stop instruction for the engine 2 is detected. For example, the brake control unit controls 42 the brake device 41 such that a braking force on each drive wheel 7 is applied, on the condition that the ECU 5 a stop instruction for the motor described below 2 detected.

The ECU 5 is as a computer unit comprising a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input terminal and an output terminal.

A program by which the computer unit as ECU 5 is together with various control parameters or various maps in the ROM of the ECU 5 saved. That is, when the CPU executes the program stored in the ROM, the computer unit as the ECU 5 serves.

Various sensors including the engine speed sensor 101 , a vehicle speed sensor 102 serving as a vehicle speed detecting unit which is a vehicle speed V as a speed of the vehicle 1 detected, and an accelerator opening degree sensor (not shown), and an ignition switch 103 are connected to the input terminal of the ECU 5 connected.

Further, the shift operating device 31a and the clutch actuator 32a and various devices including a throttle actuator (not shown) with the output port of the ECU 5 connected. Furthermore, the brake control unit described below is 42 with the ECU 5 connected to allow a subsequently described bidirectional communication and thus exchange data.

When the ignition switch 103 is switched off by the driver, the ECU detects 5 a state in which a stop instruction for the engine 2 in response to a key signal from the ignition switch 103 indicative of a condition in which the ignition switch is turned off. That is, the ECU 5 serves as a stop instruction detection unit 51 that detects a condition in which the stop instruction for the engine 2 is granted.

Furthermore, the ECU leads 5 automatically performs a shift so that the gear is shifted to the highest gear (in the embodiment, the fifth gear) in which the gear ratio is lowest among the forward gear ratios, under the condition that the vehicle speed sensor 102 detected vehicle speed V is less than a predetermined vehicle speed Vth and the stop instruction for the engine 2 is detected.

The ECU 5 automatically performs a clutch operation, allowing the automatic clutch 32 before the switching process enters a disconnected state. Accordingly, the automatic clutch 32 for performing the shifting operation of the transmission mechanism 31 disengaged.

Furthermore, the ECU leads 5 automatically the coupling process such that the automatic clutch 32 after the switching process enters the transmission state. Accordingly, the engine becomes 2 about the ASG 3 in which by engaging the automatic clutch 32 the highest gear is set, immediately with each drive wheel 7 connected.

Since the ASG 3 set highest gear has a lower gear ratio than the other gear ratios, that of the engine 2 to each drive wheel 7 transmitted driving force minimal. Because the driving force of the vehicle 1 even in the engaged state of the automatic clutch described below 32 is low, can cause a movement of the vehicle 1 be prevented with the engine off.

In the following, referring to the 2 an expiration of one by the ECU 5 described according to the embodiment executed engine stop control process. In addition, the engine stop control is repeated at predetermined time intervals.

As in 2 shown first determines the ECU 5 , whether a stop instruction for the engine 2 based on a key signal input by the ignition switch 103 is detected (step S1). If the ECU 5 determines that no stop instruction for the engine 2 is detected, the ECU repeats step S1.

If the ECU 5 determines that the stop instruction for the engine 2 is detected, the ECU determines whether a state in which the vehicle speed V is less than the predetermined vehicle speed Vth (V <Vth) continues for a predetermined period of time tv (step S2). The predetermined vehicle speed Vth is, for example, the one stop state of the vehicle 1 corresponding lowest vehicle speed. The order of steps S1 and S2 can be reversed.

If the ECU 5 determines that a state in which the vehicle speed V is less than the predetermined vehicle speed Vth (V <Vth) does not last beyond the predetermined period of time tv, the ECU repeats the step S1. If the ECU 5 determines that a state in which the vehicle speed V is less than the predetermined vehicle speed Vth (V <Vth) continues over the predetermined period of time tv, the ECU releases the automatic clutch 32 (Step S3). That is, the ECU 5 causes the occurrence of the automatic clutch 32 in a disconnected state.

After that, the ECU brings 5 over the brake device 41 and the brake control unit 42 a braking force on each drive wheel 7 on (step S4). After that she chooses

ECU 5 via the shift operating device 31a the highest gear (step S5). That is, the ECU 5 controls the shift operating device 31a to the effect that in ASG 3 the fifth gear is set as a gear.

After that, the ECU breaks 5 the fuel injection of the engine 2 from (step S6). Afterwards, the ECU will engage 5 the automatic clutch 32 on (step S7). That is, the ECU 5 causes the occurrence of the automatic clutch 32 in the transmission state.

After that, the ECU determines 5 whether or not a state in which the engine rotational speed Ne is less than the predetermined rotational speed Nth continues for a predetermined period of time tn (step S8). The predetermined rotational speed Nth is the one stop state of the engine 2 corresponding extremely low engine speed.

If the ECU 5 determines that a state in which the engine rotational speed Ne is less than the predetermined rotational speed Nth does not last beyond the predetermined period of time tn, the ECU repeats the step S7. If the ECU 5 on the other hand, determines that a state in which the engine speed Ne is lower than the predetermined speed Nth continues over the predetermined time tn, the ECU controls the ASG 3 via the shift operating device 31a in a neutral state (step S9).

In particular, the ECU controls 5 the shift operating device 31a in a neutral state in which in the transmission mechanism 31 no gear is set. That is, the neutral state corresponds to a state in which no gear set is synchronized with the input shaft or output shaft.

After that the ECU stops 5 the application of the by the braking device 41 generated braking force (step S10) and ends the engine stop control. That is, the ECU 5 controls the brake control unit 42 in that in step S4 on each drive wheel 7 applied braking force is released, and stops the engine stop control.

In the following, referring to the 3 the operation of the stop control device for the internal combustion engine according to the Embodiment described. In addition, the time chart represents the 3 a method with the engine off.

When the speed of the vehicle 1 decreases so that the vehicle speed V becomes lower than the predetermined vehicle speed Vth, the ECU starts 5 , as in 3 shown, a timer by means of an internal timer, for example, to measure the predetermined period of time tv. Subsequently, when a state in which the vehicle speed V is less than the predetermined vehicle speed Vth continues for the predetermined period of time tv, it is determined that the vehicle 1 stopped reliably. Thereafter, a vibration stop signal is brought from an off state to an on state.

The vibration stop signal is a signal indicating whether the shift operation and the clutch operation for suppressing vibration generated upon engine shutdown, regardless of the driver's request, upon generation of the stop instruction for the engine 2 to be executed automatically. When the vibration stop signal is turned on, the shift operation and the clutch operation for suppressing the vibration generated when the engine is stopped are automatically performed.

When the key signal is turned off from the on state to the off state after the vibration stop signal is turned on, the clutch control signal may be turned from the off state to the on state, so that the automatic clutch 32 is disengaged. Subsequently, the brake control signal is brought from the off state to the on state and thus a braking force to each drive wheel 7 applied.

After that, while the automatic clutch 32 disengaged and a braking force on each drive wheel 7 is applied, the gear control signal from the off state to the on state. Accordingly, by the shift operating device 31a the highest gear as a grade of the ASG 3 set.

After that, the fuel injection of the engine 2 stopped so that the amount of injected fuel becomes "zero". Thereafter, the clutch control signal is brought from the on state to the off state and the automatic clutch 32 engaged. Accordingly, while a braking force is applied to each drive wheel 7 is applied, the engine 2 about the ASG 3 directly with each drive wheel 7 connected.

As a result, that will be on the engine 2 exerted load suddenly increased, so that the engine speed Ne abruptly decreases. A torque fluctuation of the motor generated at this time 2 gets on the tires of each drive wheel 7 transmitted and damped by a vibration damping property of the tire. As the engine speed Ne also abruptly decreases, the engine becomes 2 switched off early. This has the consequence that the duration of the resonance caused by a match of a by a fluctuation of the torque of the motor 2 caused vibration is caused by the natural frequency of the vehicle drive system can be shortened compared to the relevant art.

When the engine speed Ne subsequently becomes lower than the predetermined speed Nth, for example, the internal timer counts the ECU 5 the time to measure a predetermined time tn. When a state in which the engine rotational speed Ne is less than the predetermined rotational speed Nth continues over the predetermined time tn, it is determined that the engine 2 reliably shut off.

Accordingly, the clutch control signal is brought from the on state to the off state and the ASG 3 through the shift operating device 31a controlled in the neutral state. Subsequently, the brake control signal is brought from the on state to the off state and one on each drive wheel 7 applied braking force solved.

As described above, the stop control apparatus for an internal combustion engine according to the embodiment can set the highest gear ratio with the lowest gear ratio and the automatic clutch 32 in the transmission state under the condition that the vehicle speed V is less than the predetermined vehicle speed Vth and a stop instruction for the engine 2 is detected.

For this reason, each of the drive wheels 7 , which is in the highest gearshifted ASG 3 and the engine 2 when generating the stop instruction for the motor 2 directly connected. Accordingly, a sudden load on the engine 2 exercised. This allows the engine 2 be stopped early. As a result, the stop control apparatus for an internal combustion engine according to the embodiment can alleviate the discomfort of a vehicle occupant caused by that in the engine 2 When the engine is switched off when the engine is switched off, it is reduced compared to the relevant technology.

Furthermore, the fact that the braking device 41 on each drive wheel 7 applies a braking force under the condition that the stop instruction for the engine 2 is detected, the stop control device for an internal combustion engine according to the embodiment, a movement of the vehicle 1 with the engine off.

Further, in the embodiment, a gasoline engine as an engine 2 used. However, the invention is not limited thereto. For example, as an engine 2 a diesel engine can be used. In this case, there is no throttle 26 intended.

In the case of a diesel engine, since the intake air amount can not be abruptly reduced by completely closing the throttle when the engine is turned off, the discomfort of a vehicle occupant caused by the vibration generated when the engine is turned off can not be reduced. However, in the embodiment, even in such a diesel engine, the discomfort of the vehicle occupant caused by the vibration generated at the time of engine shutdown can be reduced regardless of the presence of the throttle valve.

In the embodiment, it is described that the stop instruction for the engine 2 when switching off the ignition switch 103 is produced. However, the invention is not limited thereto. If the vehicle 1 For example, if a vehicle is having a stop-start system, the stop instruction for the engine may be 2 then generated when an automatic engine stop condition exists.

In addition, in the embodiment, during the engine stop control, the ASG becomes 3 switched to the highest gear. However, the invention is not limited thereto. For example, a forward speed lower than the highest speed can also be set. However, if a gear other than the highest gear is set, a gear stage close to the highest gear stage (fourth or third gear stage in the embodiment) is preferable.

An embodiment of the present invention has been disclosed. It is understood, however, that those skilled in the art may make modifications without departing from the scope of the invention. All possible corrections or equivalents are to be considered as encompassed by the following claims.

LIST OF REFERENCE NUMBERS

1

 vehicle

2

 Engine (combustion engine)

3

 ASG (automated manual transmission)

4

braking system

5

 ECU (control unit and stop instruction detection unit)

7

 drive wheel

31

 transmission mechanism

31a

 Shift actuator

32

 Automatic clutch (clutch)

32a

 clutch

41

 braking device

42

 Brake control unit

101

 Engine speed sensor

102

 Vehicle speed sensor (vehicle speed detection unit)

103

 ignition switch

Claims (3)

A stop control apparatus for an internal combustion engine mounted on a vehicle, comprising: an internal combustion engine that generates a driving force of the vehicle; a transmission mechanism that outputs a rotation output from the internal combustion engine while changing the rotation according to a gear ratio corresponding to an arbitrary gear ratio , outputs to a drive wheel, a clutch that switches between a transmission state in which a driving force between the engine and transmission mechanism is transmitted, and a disconnection state in which the transmission of the driving force is interrupted, and a control unit, the switching operation for fixing the Automatically executing gear ratio and a clutch operation for changing the state of the clutch, wherein the stop control device for the internal combustion engine comprises: a vehicle speed detection unit configured to detect a vehicle speed; and a stop instruction detection unit configured to detect a state in which a stop instruction for the internal combustion engine is generated; wherein the control unit executes the coupling operation so as to select the transmission state of the clutch, and executes the shift operation to shift the speed to a forward speed under the condition that the vehicle speed detected by the vehicle speed detection unit is less than a predetermined vehicle speed and the stop instruction for the internal combustion engine is detected by the stop instruction detection unit. The stop control apparatus for an internal combustion engine according to claim 1, further comprising: a brake control unit that controls a brake device that applies a braking force to the drive wheel, wherein the brake control unit controls the brake device such that a brake force on the Drive wheel is applied under the condition that the stop instruction for the internal combustion engine is detected by the stop instruction detection unit. The stop control apparatus for an internal combustion engine according to claim 1 or 2, wherein the control unit executes the coupling operation so as to select the transmission state of the clutch, and executes the shift operation to shift the speed ratio to a highest speed with the smallest transmission ratio among Condition that the vehicle speed detected by the vehicle speed detection unit is less than a predetermined vehicle speed and the stop instruction for the internal combustion engine has been detected by the stop instruction detection device.

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