JP2001304005A - Automatic operation stop control for internal compustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a vibration based on an idling stop function when idling operation of an internal combustion engine is stopped, while making the idling stop function effectively act. SOLUTION: A control unit 70, when stop requirement of idling operation of an engine 10 caused by a vehicle condition is generated, fully closes a throttle valve, stops fuel injection from an injector 12, and advances valve timing of an intake valve through a variable valve timing mechanism provided in an intake valve side to an advance timing value of the highest negative pressure generating the lowest pressure in a cylinder 101. The control unit 70, when an intake pipe pressure Pm detected by an intake pressure sensor is decreased to a decided intake pipe pressure Pmref or less, makes the valve timing of the intake valve delay most, disconnects a clutch 15, interrupts transmission of power from an accessory driving motor 31 to the engine 10, and stops rotation of the engine 10.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technique for controlling an operation stop of an internal combustion engine, and more particularly to a technique for controlling an operation stop of the internal combustion engine suitable for automatically stopping an idling operation of the internal combustion engine depending on a vehicle state.

[0002]

2. Description of the Related Art When stopping the operation of an internal combustion engine, the fuel injection to the internal combustion engine and the ignition process are stopped to reduce the rotational speed of the internal combustion engine in an idling operation state. Institution shuts down completely. Generally, as the rotational speed of the internal combustion engine decreases, the in-cylinder pressure torque becomes dominant over the inertia torque, and the internal combustion engine vibrates due to the fluctuation of the in-cylinder pressure. In a general vehicle, the operation of the internal combustion engine is stopped by the operation of the ignition key, that is, based on the driver's intention, and thus such vibrations are not much of a problem.

[0003]

However, in a vehicle provided with an idling stop control function for automatically stopping and restarting the idling operation of the internal combustion engine according to the vehicle state, the idling operation of the internal combustion engine is independent of the driver's intention. Is stopped. Such vibration generated when the idling operation is stopped without the driver's will is unexpected vibration for the driver, and is generally easily perceived as unpleasant vibration. In addition, the execution condition of the automatic stop of the idling operation may occur frequently in a short time in some cases. In order to suppress frequent vibrations, it is conceivable to limit the automatic stop of the idling operation by setting the minimum time interval for prohibiting the automatic stop of the idling operation. Will not achieve the objectives of environmental protection and fuel efficiency.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problem, and has as its object to reduce the vibration at the time of stopping the operation of an internal combustion engine based on the idling stop function while effectively operating the idling stop function. I do.

[0005]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a first aspect of the present invention provides an internal combustion engine capable of changing a valve timing and an auxiliary machine while the operation of the internal combustion engine is stopped. And a drive control device for the internal combustion engine in a vehicle in which an output shaft of the internal combustion engine and an output shaft of the electric motor are connected and releasable via a connection mechanism. I do. An operation stop control device for an internal combustion engine according to a first aspect of the present invention includes: an internal combustion engine stop unit that stops the operation of the internal combustion engine according to a state of a vehicle; and when the operation of the internal combustion engine is stopped, Electric motor control means for maintaining the rotation of the output shaft of the internal combustion engine at a predetermined speed by the electric motor, and changing the valve timing so as to reduce the vibration of the internal combustion engine when the operation of the internal combustion engine is stopped. Valve timing changing means, and coupling mechanism control means for stopping the rotation of the output shaft of the internal combustion engine by releasing the coupling mechanism after the valve timing is changed by the valve timing changing means. Features.

According to the internal combustion engine operation stop control device according to the first aspect of the present invention, when the operation of the internal combustion engine is stopped,
The rotation of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor, and the valve timing is changed so that the vibration of the internal combustion engine is reduced. As a result, while the idling stop function is effectively operated, the vibration at the time of stopping the operation of the internal combustion engine based on the idling stop function can be reduced.

[0007] In the operation stop control apparatus for an internal combustion engine according to the first aspect of the present invention, the valve timing changing means firstly sets the valve timing to a first valve timing for forcibly reducing the intake pressure of the internal combustion engine. And the valve timing may be changed to a second valve timing after the elapse of a predetermined period, to reduce the load fluctuation of the internal combustion engine. With such a configuration, it is possible to further reduce load fluctuation of the internal combustion engine. Here, the load fluctuation of the internal combustion engine includes a fluctuation in the cylinder pressure due to the operation of the internal combustion engine, that is, for example, a fluctuation in the cylinder pressure generated due to a reciprocating motion of a piston in a reciprocating internal combustion engine.

The internal combustion engine operation stop control device according to the first aspect of the present invention further includes an intake pressure detecting means for detecting an intake pressure of the internal combustion engine, and the first valve timing is controlled by an intake pressure of the internal combustion engine. The second valve timing is a valve timing at which the vibration of the internal combustion engine is at a minimum, and the valve timing changing means detects the intake pressure detected by the intake pressure detecting means. After the pressure becomes lower than the predetermined pressure, the valve timing may be changed from the first valve timing to the second valve timing. With such a configuration, the valve timing is changed after the intake pressure becomes equal to or lower than the desired pressure. Therefore, it is possible to minimize the vibration of the internal combustion engine by changing the valve timing to the second valve timing. it can. Also,
The predetermined pressure may be a minimum intake pressure (maximum negative pressure) of the internal combustion engine, or may be a pressure higher than a minimum intake pressure that can be expected to substantially reach the minimum intake pressure. Good.

In a first aspect of the invention, the vehicle includes a throttle valve for adjusting an amount of air taken into a cylinder of the internal combustion engine.
Throttle valve control means for fully closing the throttle valve before changing the valve timing to minimize the intake pressure may be provided. By doing so, the intake pressure can be rapidly reduced,
The attainable intake pressure can be reduced. In addition, the valve timing control unit may be configured to determine that the slot valve is fully closed and that the valve timing has been changed to the first valve timing. May be determined. By detecting the intake pressure after confirming the conditions for reducing the intake pressure as described above, a highly reliable detection result can be obtained, and the detection result can be used for fail determination.

According to a second aspect of the present invention, there is provided an internal combustion engine capable of changing a valve timing of an intake valve, and an electric motor for driving an auxiliary machine while the operation of the internal combustion engine is stopped.
There is provided an operation stop control device for an internal combustion engine in a vehicle in which an output shaft of the internal combustion engine and an output shaft of the electric motor are releasably and connectably connected via a connection mechanism. An internal combustion engine operation stop control device according to a second aspect of the present invention includes a throttle valve that adjusts an intake air amount into a cylinder of the internal combustion engine, and stops operation of the internal combustion engine according to a state of a vehicle. Internal combustion engine stopping means, when stopping the operation of the internal combustion engine, internal combustion engine control means for stopping injection and ignition of fuel to the internal combustion engine and fully closing the throttle valve, and operation of the internal combustion engine When stopping, the motor controls the motor to maintain the rotation speed of the output shaft of the internal combustion engine at a predetermined rotation speed, and when stopping the operation of the internal combustion engine, forcibly reduces the intake pressure. Valve valve timing varying means for advancing the valve timing of the intake valve to reduce the valve timing of the intake valve at a predetermined timing to a predetermined value; Coupling mechanism control means for releasing the coupling mechanism and stopping rotation of the output shaft of the internal combustion engine after the valve timing of the intake valve is delayed to a predetermined value by the valve valve timing variable means. It is characterized by.

According to the internal combustion engine operation stop control device according to the second aspect of the present invention, when the operation of the internal combustion engine is stopped,
The throttle valve is fully closed, the rotational speed of the output shaft of the internal combustion engine is maintained at a predetermined rotational speed by an electric motor, and the valve timing of the intake valve is advanced so as to forcibly reduce the intake pressure. Is delayed to a predetermined value. As a result, while the idling stop function is effectively operated, the vibration at the time of stopping the idling operation of the internal combustion engine based on the idling stop function can be reduced. Further, since the internal combustion engine is motored by the electric motor even after the idling operation of the internal combustion engine is stopped, the intake pressure of the internal combustion engine can be further reduced. In addition, by setting the predetermined rotation speed maintained by the electric motor to be lower than the idling rotation speed of the internal combustion engine and setting the rotation speed to be outside the resonance rotation speed, the coupling mechanism is released to stop the rotation of the output shaft of the internal combustion engine. It is possible to further reduce the vibration at the time of the operation. The predetermined value when the valve timing is delayed to the predetermined value may be, for example, the latest valve timing or an intermediate value between the advanced valve timing and the latest valve timing.

[0012] The operation stop control device for an internal combustion engine according to a second aspect of the present invention further comprises an intake pressure detecting means for detecting an intake pressure of the internal combustion engine, and the variable valve timing means comprises an intake pressure detecting means. After the detected intake pressure reaches a predetermined intake pressure, the valve timing of the intake valve may be delayed to a predetermined value. In addition, the valve valve timing variable means, after confirming that the slot valve is fully closed and the valve timing of the intake valve is advanced, the intake pressure detected by the intake pressure detection means, It may be determined whether or not a predetermined intake pressure has been reached.

According to a third aspect of the present invention, there is provided an internal combustion engine capable of changing a valve timing, and an electric motor for driving an auxiliary machine while the internal combustion engine is stopped, and an output shaft of the internal combustion engine and the electric motor of the electric motor. A vehicle having an output shaft coupled thereto is provided. According to a third aspect of the present invention, there is provided a vehicle, comprising: a coupling mechanism for coupling and releasably coupling an output shaft of the internal combustion engine and an output shaft of the electric motor; and operating the internal combustion engine according to a state of the vehicle. Means for stopping the internal combustion engine, and when stopping the operation of the internal combustion engine, the rotation of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor so as to reduce the load fluctuation of the internal combustion engine. Valve timing changing means for changing the valve timing; and a coupling mechanism control for releasing the coupling mechanism after the valve timing is changed by the valve timing changing means to stop the rotation of the output shaft of the internal combustion engine. Means.

According to the vehicle according to the third aspect of the present invention,
When the operation of the internal combustion engine is stopped, the rotation of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor, and the valve timing is changed so as to reduce the load fluctuation of the internal combustion engine. Since the mechanism is released to stop the rotation of the output shaft of the internal combustion engine, it is possible to reduce the vibration generated in the vehicle by using the internal combustion engine as a vibration source when the idling operation of the internal combustion engine is stopped based on a request from the vehicle.

According to a fourth aspect of the present invention, there is provided a vehicle including the internal combustion engine operation stop control device according to the first or second aspect of the present invention. According to the vehicle according to the fourth aspect of the present invention, since the stop control device for the internal combustion engine according to the first and second aspects of the present invention is provided, vibration generated in the vehicle when the internal combustion engine is stopped is reduced. can do.

According to a fifth aspect of the present invention, there is provided an internal combustion engine capable of changing valve timing, and an electric motor for driving an auxiliary machine while the operation of the internal combustion engine is stopped, and an output shaft of the internal combustion engine and an electric motor of the electric motor. A method for stopping operation of an internal combustion engine in a vehicle coupled to an output shaft is provided. A method according to a fifth aspect of the present invention is a method of determining whether to stop the operation of the internal combustion engine in accordance with a state of a vehicle. The rotation of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed, the valve timing is changed so as to reduce the load fluctuation of the internal combustion engine, and the coupling between the output shaft of the internal combustion engine and the output shaft of the electric motor is changed. It is characterized by being released.

According to the method of the fifth aspect of the present invention,
At the time of the stoppage determination of the operation of the internal combustion engine, the rotation of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor, and the valve timing is changed so as to reduce the load fluctuation of the internal combustion engine,
Since the coupling mechanism is released after the valve timing is changed to stop the rotation of the output shaft of the internal combustion engine, while the idling stop function is effectively operated, the vibration at the time of stopping the operation of the internal combustion engine based on the idling stop function is reduced. Can be reduced.

According to a sixth aspect of the present invention, there is provided an internal combustion engine capable of changing the valve timing of an intake valve, and an electric motor for driving an auxiliary machine while the internal combustion engine is stopped, and an output shaft of the internal combustion engine. A method for stopping operation of an internal combustion engine in a vehicle coupled to an output shaft of the electric motor is provided. A method according to a sixth aspect of the present invention includes detecting an intake pressure of the internal combustion engine, determining whether to stop the operation of the internal combustion engine according to a state of a vehicle, and stopping the operation of the internal combustion engine. Is determined, the injection and ignition of fuel to the internal combustion engine are stopped, the rotation speed of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor, and the valve timing of the intake pressure is the latest. The valve timing of the intake valve is advanced so as to be equal to or less than a predetermined pressure lower than the intake pressure at the time, and after the detected intake pressure becomes equal to or less than the predetermined intake pressure, the valve timing of the intake valve is delayed to a predetermined value. The coupling between the output shaft of the internal combustion engine and the output shaft of the electric motor is released.

According to the method of the sixth aspect of the present invention,
At the time of the stop determination of the operation of the internal combustion engine, the rotation of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor, and the intake valve is controlled so that the intake pressure becomes equal to or lower than a predetermined pressure lower than the intake pressure when the valve timing is the latest. Since the valve timing is advanced and after the detected intake pressure becomes equal to or less than the predetermined intake pressure, the valve timing of the intake valve is delayed to a predetermined value, the joint mechanism is released, and the rotation of the output shaft of the internal combustion engine is stopped. Vibration at the time of stoppage of operation of the internal combustion engine based on the idling stop function can be reduced while effectively using the idling stop function. Note that the predetermined pressure includes the minimum intake pressure obtained by changing the valve timing.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, an embodiment of an internal combustion engine operation stop control device according to the present invention will be described with reference to FIG. FIG. 1 is an explanatory diagram showing a schematic configuration around an engine 10 to which an internal combustion engine operation stop control device according to an embodiment of the present invention can be applied.

When a request to stop the idling operation of engine 1010 is generated due to a vehicle state such as a stop of a signal or a switch to motor running, control unit 1000 closes throttle valve 1020 fully and injects fuel from injector 1030. Stop the intake valve 10
The variable valve timing mechanism (V
The valve timing of the intake valve 1040 is advanced through the VT mechanism 1050 to the maximum negative pressure advance value at which the pressure in the intake pipe 1060 becomes the lowest. This maximum negative pressure advance value is
It depends on the valve timing of the intake valve 1040 and the exhaust valve 1070 and is different for each engine.
The optimum value has been determined experimentally in advance. Also, the pressure in cylinder 1080 can be substantially the same as the intake pipe pressure. Subsequently, the control unit 1000 drives and rotates the crankshaft 1100 at a predetermined rotation speed lower than the idling rotation speed by the accessory driving motor 1090. As described above, the valve timing of the intake valve 1040 is advanced to the maximum negative pressure advance value, the throttle valve 1020 is fully closed, and the crankshaft 1100 is motored by the accessory driving motor 1090 to thereby control the intake pipe 1060. The pressure gradually decreases toward the maximum negative pressure.

When the intake pipe pressure Pm detected by the intake pressure sensor 1110 falls below the determined intake pipe pressure Pmref, the control unit 1000 controls the intake valve 104.
The valve timing of 0 is made the most retarded. As a result, the fluctuation of the pressure generated in the cylinder 1080 due to the operation of the engine 1010 is suppressed. The control unit 1000
Considering the response delay of VVT mechanism 1050, intake valve 1
After waiting for a predetermined time after the valve timing of 040 is most retarded, the clutch 1120 is turned off to interrupt the transmission of power from the accessory driving motor 1090 to the engine 1010, and the rotation of the engine 1010 is stopped.

Embodiment Next, an operation stop control device for an internal combustion engine according to the present invention will be described based on a more detailed embodiment. First, a schematic configuration of a vehicle to which the operation stop control device for an internal combustion engine according to the present embodiment can be applied will be described with reference to FIGS. 2 and 3. FIG.
FIG. 1 is a block diagram showing a schematic configuration of a vehicle to which the embodiment can be applied. FIG. 3 is an explanatory diagram showing the configuration around the engine in detail.

The vehicle has an engine (internal combustion engine) 10 as a power source, a torque converter 20 for amplifying an output torque of the engine 10, and a speed reduction ratio between a maximum reduction ratio and a minimum reduction ratio can be automatically changed in steps. Automatic stepped transmission (A
T) 22. The engine 10 is connected to a power input shaft of a torque converter 20 via a crankshaft (output shaft) 11, and a power output shaft of the torque converter 20 is connected to a power input shaft of the AT 22.
The power output shaft of the AT 22 is connected to the drive shaft 24. The drive shaft 24 is connected to wheels 27 via a differential gear (including a final gear) 25 and an axle 26.

The engine 10 is a direct-injection gasoline engine in which fuel (for example, gasoline fuel) is directly injected into the cylinder 101 as shown in FIG. The cylinder head 102 of the engine 10 has a high-pressure injector 1 for injecting gasoline fuel into the cylinder 101.
2. It has an ignition plug 13 for igniting a mixture formed by gasoline injected into the cylinder 101 and the sucked air. The high-pressure injector 12 has a high-pressure fuel pump 19 driven by the engine 10.
The high-pressure gasoline fuel pressurized by the above is supplied via the delivery pipe 18, and when the high-pressure injector 12 opens based on an injection signal from the control unit 70, the gasoline fuel is sprayed into the cylinder 101.
The delivery pipe 18 is provided with a fuel pressure sensor 50 that detects the pressure (fuel pressure) of the fuel in the delivery pipe, that is, the fuel pressure Pf that can be injected from the high-pressure injector 12. A high voltage is supplied to the ignition plug 13 from the igniter 14 based on an ignition signal from the control unit 70.
The ignition signal is transmitted from the control unit 70 to the igniter 14 after the cylinder discrimination is completed.

The cylinder head 10 of the engine 10
Reference numeral 2 denotes an intake port 103 for introducing intake air into the cylinder 101, an exhaust port 104 for discharging combustion gas out of the cylinder 101, an intake valve 110 for communicating or shutting off the intake port 103 and the cylinder 101, and an exhaust port 10.
An exhaust valve 111 for communicating or shutting off the cylinder 4 and the cylinder 101 is provided. An intake pipe 120 for introducing external air is connected to the intake port 103. Surge tank 1 having intake pressure sensor 51 in intake pipe 120
21, a throttle valve 122 for adjusting the amount of intake air into the cylinder 101 is provided. The throttle valve 122 does not have a mechanical link such as a wire between the throttle valve 122 and the accelerator pedal, and is driven by an electromagnetic actuator that operates according to a command from the control unit 70.
It is a so-called electronic control throttle, linkless throttle.

Intake valve 110 and exhaust valve 111
Is driven to open and close at a predetermined timing by a cam 113 provided on a camshaft 112. The intake valve 110 includes a variable valve timing mechanism (VVT mechanism) 114 that continuously and variably changes the valve timing from the most retarded position to the most retarded position to the most advanced position to the most advanced position. The VVT mechanism 114 includes the control unit 70
The operation is controlled by an oil control valve (OCV) 115 whose operation is controlled. OCV115
Is the camshaft 112 with respect to the crankshaft 11
, The change of the valve timing by the VVT mechanism 114 is realized. The most retarded angle and the most advanced angle used here mean whether the crank angle corresponding to the valve opening start timing is advanced (before TDC) or delayed with respect to the top dead center (TDC) of the compression stroke. (After TDC). A cam position sensor 52 that outputs a cylinder discrimination signal for cylinder discrimination and a cam angle signal for VVT mechanism control is arranged near the crank angle camshaft 112. The detection signal from the cam position sensor 52 is used to detect the valve timing of the intake valve 110 changed by the VVT mechanism 114.

The cylinder block 105 of the engine 10 is provided with a coolant temperature sensor 53 for detecting a coolant temperature for cooling the engine 10. The crankshaft 11 is provided with a crank position sensor 54 for detecting a crank position of the crankshaft 11 and a crank angular velocity. Crank position sensor 5
Reference numeral 4 denotes a crankshaft timing pulley 541 having a signal tooth including a missing tooth portion for detecting a top dead center (TDC) on the outer peripheral portion, and 30 ° detecting passage of the signal tooth.
An MPU-type electromagnetic pickup 542 that outputs a crank rotation signal for each CA (crank angle) is provided.

Around the engine 10, there are auxiliary equipment 30 such as a water pump, a compressor for an air conditioner and a power steering pump, and an auxiliary equipment driving motor (electric motor) for driving the auxiliary equipment 30 when the engine is stopped by idling stop processing. ) 31 are arranged. Power input shaft of each accessory 30, crankshaft 1 of engine 10
Pulleys 160 and 161 are mounted on one end of the pulley 1, respectively. A transmission belt 16 for starting the engine 10 by the accessory drive motor 31 is mounted on the pulley 161 of the engine 10 and the pulley 162 of the accessory drive motor 31. The pulley ratio between the pulley 161 and the pulley 162 is generally about 1: 2 to 1: 3. Each pulley 1
A transmission belt 17 is mounted on 60 and 161, and the output of the engine 10 is transmitted through the transmission belt 17 to the auxiliary machine 3.
0, and the output of the accessory driving motor 31 is transmitted to the power input shaft of the accessory 30 via the transmission belt 16 and the transmission belt 17. The transmission belts 16 and 17 have a so-called V-shaped cross section having a trapezoidal shape.
A belt or a so-called V-rib belt, which is thinner and wider than a V-belt and has a plurality of V-shaped grooves formed along its rotation direction, is used.
A material whose absorption characteristics such as shock and vibration change depending on temperature is used.

An electromagnetic clutch 15 of a wet multi-plate type is interposed between the crankshaft 11 and the pulley 161. The electromagnetic clutch 15 includes a clutch plate 151 and a flywheel 152, and may be provided separately from the pulley 161 as shown in FIG. The electromagnetic clutch 15 realizes disconnection and connection of power transmission between the crankshaft 11 and the transmission belt 16. The electromagnetic clutch 15 has a built-in damper (not shown) for reducing shock and vibration generated at the time of engagement.

When the vehicle is running, or when the vehicle is stopped while the engine 10 is operating, the electromagnetic clutch 1
5, the driving force of the crankshaft 11 is transmitted to the transmission belt 17, so that the accessory 30 is driven by the engine 10. On the other hand, when the operation of the engine 10 is stopped by the idling stop process, the electromagnetic clutch 15
Is released, the crankshaft 11 and the pulley 161 are mechanically separated, and the accessory 30 is driven by the accessory driving motor 31 via the transmission belt 16 and the pulley 161. At this time, the crankshaft 11 is
61 and the transmission belts 16 and 17 are mechanically separated from each other,
Need not be driven, and the load on the accessory drive motor 31 is reduced.

The accessory drive motor 31 is a three-phase motor having a three-phase coil on the stator side, and drives the drive power source for driving the crankshaft 11 and the accessory 30 when the engine 10 is restarted. In addition to functioning as a driving force source, it also functions as an alternator that is driven by the engine 10 to generate power when the engine 10 is operating. The drive of the accessory drive motor 31 is controlled by the inverter 200 based on a drive signal from the control unit 70. Inverter 200 includes high voltage battery 210 and DC /
Connected to DC converter 220. The high-voltage battery 210 is used exclusively as a power supply for driving the accessory drive motor 31, and stores the generated power when the accessory drive motor 31 functions as an alternator. The DC / DC converter 220 is connected to the control unit 7
0, and charges the battery 230 by decreasing the voltage of the high-voltage battery 210 or the voltage of the electric power generated by the auxiliary drive motor 31. Battery 230
Is used as a power source for driving a starting motor 41, an oil pump driving motor 45, and a control unit 70, which will be described later. In the present embodiment, a high-voltage battery 210 for driving the accessory driving motor 31, a control unit 70, and a battery 230 for driving the other motors 41 and 45 are provided. Only the battery 210 is provided, and the DC / DC converter 2 is used for the control unit 70 and the other motors 41 and 45.
The stepped-down power may be supplied via the power supply 20.

A starting ring gear 40 is connected to the crankshaft 11 between the engine 10 and the torque converter 20, and a gear of a starting motor 41 is connected to the starting ring gear 40. The starting motor 41 uses the battery 230 as a power source to drive and rotate the engine 10 only at the time of engine start with an operation of an ignition switch, that is, at the time of engine start except for engine restart with idling stop processing. The gear of the starting motor 41 is engaged with the ring gear 40 only at the time of engine start when the ignition position sensor 58 detects the switching of the ignition position from ON to STA, and is separated without joining with the ring gear 40 in normal times. Stored in the location. Also, as described above, when the engine 10 is restarted due to the idling stop process, the accessory drive motor 31 functions as a starter motor. That is, in the present embodiment, when the operation of the engine 10 is started (at the time of the first start), the starting motor 4
The start processing of the engine 10 is executed by 1, and the start processing of the engine 10 is executed by the accessory drive motor 31 when the engine 10 is restarted.

The starting of the engine 10 by the starting motor 41 is started via the ring gear 40 accompanied by gear noise. If the starting is repeated frequently, the gear noise becomes a problem. Also, under idling stop control processing, gear wear due to frequent starting poses a problem. On the other hand, since the accessory drive motor 31 is coupled to the crankshaft 11 via the transmission belt 16, the crankshaft 11 can be driven (rotated) when the viscosity of the lubricating oil is high, such as in a cold state. In some cases, the engine 10 cannot be started. Therefore, the engine 10 is started by the starting motor 41 when the engine 10 is started, and the engine 10 is started by the accessory driving motor 31 when the engine 10 is restarted after the engine 10 has been started.

The torque converter 20 is a general fluid type torque converter, and amplifies the driving torque inputted to the input shaft and outputs it from the output shaft. Since the detailed configuration and operation of the torque converter are known, the description thereof is omitted. The automatic stepped transmission (AT) 22 is an automatic transmission having a planetary gear inside, and automatically changes a gear combination via a hydraulic actuator (not shown) according to a vehicle speed, an accelerator depression amount, and the like. To change the gear ratio. The output shaft of the AT 22 is connected to the drive shaft 24, and the driving force output from the output shaft of the AT 22 is transmitted to the wheels 27 via the drive shaft 24, the differential gear 25, and the axle 26. An oil pump drive motor 45 for maintaining the hydraulic pressure of the drive system even when the operation of the engine 10 is stopped is arranged near the AT 22. The oil pump drive motor 45 is operated using the battery 230 as a power supply.

Next, a control system of the vehicle according to this embodiment will be described with reference to FIG. FIG. 4 is an explanatory diagram illustrating a control system of the vehicle according to the present embodiment. The control unit 70
Idling stop ECU (electronic control unit) 70
0, engine ECU 710, and brake ECU 72
0 is provided. Each of the ECUs 700, 710, and 720 includes a CPU, a ROM, a RAM, and the like. These ECUs are examples, and for example, an ECU that controls the AT 22 can be provided separately from the idling stop ECU 700.

The idling stop ECU 700 is an ECU that forms the core of the control unit 70 during idling stop control. Idling stop ECU 7
00 is the engine ECU 710 and the brake ECU
720 via a signal line so that bidirectional communication is possible. The idling stop ECU 700 includes a fuel pressure sensor 50, an intake pressure sensor 51, a cam position sensor 5
2. Coolant temperature sensor 53, crank position sensor 54, motor rotation speed sensor 55 for detecting the rotation speed of auxiliary drive motor 31, vehicle speed sensor 5 for detecting the speed of the vehicle
6. A shift position sensor 57 for detecting a gear position, an accelerator opening sensor 58 for detecting a position of an accelerator pedal as an accelerator opening, a brake pedal sensor 59 for detecting whether a brake pedal is depressed, and a position of an ignition switch. The ignition position sensors 60 are connected via signal lines. Idling stop ECU 700
, An inverter 200, a starting motor 41, an electromagnetic clutch 15, a DC / DC converter 220, an oil pump driving motor 45, an AT 22, and an instrument panel 46 are connected.

The idling stop ECU 700 controls the number of revolutions of the auxiliary drive motor 31 via the inverter 200, and executes the idling stop process to control the engine 1
The drive of the auxiliary machine 30 is realized in a state where 0 is stopped. In addition, the engine 10 is switched from the idling stop state.
When the operation is restarted, the crankshaft 11 of the engine 10 is driven and rotated in place of the starting motor 41 to increase the engine speed to the starting speed. The idling stop ECU 700 controls an electromagnetic actuator (not shown) of the electromagnetic clutch 15 to realize engagement and release of the clutch plate 151 with the flywheel 152, and controls transmission and cutoff of power. The idling stop ECU 700 controls a hydraulic actuator (not shown) based on the detection data from the vehicle speed sensor 56, the shift position sensor 57, and the accelerator opening sensor 58, and changes the gear ratio at the optimum gear point. Idling stop ECU 700
The ROM for storing a program for executing the engine stop control process based on the vehicle side request according to the present embodiment.

The engine ECU 710 controls the fuel injection amount via the injector 12 based on a request from the idling stop ECU 700, and controls the operating state of the engine 10 by controlling the ignition timing via the igniter 14. The engine ECU 710 further controls the OCV 1 based on the operating state of the engine 10 or based on a request from the idling stop ECU 700.
15 through the VVT mechanism 114 to control the intake valve 1
The valve timing of No. 10 is continuously variably changed. When the vehicle is stopped by the idling stop process, the engine ECU 710 stops fuel injection via the injector 12 to the engine 10 and stops the operation of the engine 10 according to a request from the idling stop ECU 700.

The brake ECU 720 is connected to the brake actuator 47 and controls the brake actuator 47 so as to maintain the brake oil pressure until the driving force of the engine 10 sufficiently rises when the vehicle restarts from the idling stop state. I do. Engine 10
The state where the driving force of the vehicle rises sufficiently means, for example, a state where the vehicle is held in a stopped state even when the brake pedal is released when the vehicle starts on a slope.

Next, the general operation of the vehicle having the above configuration will be described with reference to the configuration diagrams of FIGS. When the shift position is parking P or neutral N, the ignition position sensor 60 changes the ignition position from ON to the engine start position STA.
When the switch to is detected, the idling stop E
The CU 700 changes the gear of the starting motor 41 to the ring gear 40.
After that, the starting motor 41 is operated to rotate the crankshaft 11 to the engine rotation speed. At the same time, the idling stop ECU 700 requests the engine ECU 710 to start the engine 10. The engine ECU 710 includes the injector 12
A predetermined fuel is supplied into the cylinder 101 of the engine 10 via the igniter 14 and an engine start process for igniting the fuel supplied into the cylinder 101 via the igniter 14 and the ignition plug 13 is executed. In the present embodiment, control for changing the fuel injection cylinder in accordance with the fuel pressure Pf, that is, for changing the fuel injection timing, is performed as described later in the engine start processing.

When the operation of the engine is started, the gear of the starting motor 41 is retracted to a storage position separated from the ring gear 40. When the shift position is changed to drive D and the accelerator pedal is depressed, the vehicle starts. And the shift control of the AT 22 are executed.

In this embodiment, when the vehicle is temporarily stopped due to a traffic light stop or the like while the vehicle is running, the idling stop EC is stopped.
U700 executes a so-called idling stop control process for stopping the operation of engine 10 under predetermined conditions. FIG. 5 shows the idling stop control process.
This will be described with reference to FIG. FIG. 5 is a state transition diagram showing a transition state of the control processing during the idling stop control processing.

When the ignition position sensor 47 is O
Upon detecting the switching of the position from FF to ON, the idling stop ECU 700 selects a mode 0 indicating an engine stop state due to processing other than the idling stop processing. In this state, the display lamp on the instrument panel 46 that indicates that the idling stop process is being executed is turned off. When the ignition position sensor 47 turns on the ignition position
When the switch to A is detected, the operation of the engine 10 using the starting motor 14 is started as described above. The idling stop ECU 700 selects a mode 1 indicating a state in which the engine 10 is operating. In the mode 1 state, for example, the vehicle is in the vehicle running state described above, or in the vehicle stopped state while the engine 10 is operated. In the mode 1 state, the idling stop ECU 700 turns on the electromagnetic clutch 15 to connect the crankshaft 11 and the transmission belt 17. Therefore, accessory 30 is driven by the driving force of engine 10. The accessory driving motor 31 is connected to the transmission belt 16.
, And functions as an alternator, and runs idle when the high-voltage battery 210 is fully charged.

The idling stop ECU 700 operates the engine 10 with an ignition key operation by the driver.
If it is determined that the idling stop control processing condition is satisfied based on the vehicle state instead of the stop request, the engine 1
Mode 2 indicating the process for stopping the operation at 0 is selected. As the idling stop control processing conditions, for example, the vehicle speed detected by the vehicle speed sensor 56 is 0, the depression of the brake pedal is detected by the brake pedal sensor 59, and the shift position detected by the shift position sensor 57 is Neutral N and the like. In the mode 2, the idling stop ECU 700 operates the engine EC
It requests U710 to stop fuel supply. The idling stop ECU 700 requests the brake ECU 720 to maintain the brake state. Brake ECU
Reference numeral 720 controls the brake actuator 47 to hold a brake hydraulic pressure corresponding to the amount of depression of the brake pedal. In the present embodiment, when shifting from the mode 2 to the next mode 3, an engine stop control process for suppressing vibration, which will be described later, is executed.

When the idling stop ECU 700 determines that the operation of the engine 10 is stopped based on the detection data from the crank position sensor 54, the ECU 700 selects the mode 3 indicating the stopped state of the engine 10 due to the idling stop. In mode 3, the idling stop ECU
Reference numeral 700 turns on a display lamp on the instrument panel 46 to indicate that the idling stop control process is being executed.
In addition, the idling stop ECU 700 turns off the electromagnetic clutch 15 to release the connection between the crankshaft 11 and the transmission belts 16 and 17, and drives each accessory 30 by the accessory driving motor 31 via the transmission belt 17. Let it.

When detecting the idling stop control processing end request, the idling stop ECU 700 selects the mode 4 indicating the engine start control state for restarting the operation of the engine 10. Idling stop E
For example, when the shift position is shifted from neutral N to drive D, when the brake pedal is released, when the charge rate of the battery falls below a charge request value that is the lower limit of the charge rate, CU 700 cools the air conditioner. When the performance is insufficient or when any system abnormality occurs, a request for idling stop control processing is detected.

In the mode 4, the idling stop EC
U700 temporarily stops before the electromagnetic clutch 15 is engaged.
The auxiliary drive motor 31 is braked to drive the auxiliary drive motor 31
The number of rotations of The braking of the supplementary drive motor 31 is performed, for example, by inputting a reverse phase current. After the idling stop ECU 700 engages the electromagnetic clutch 15 at the engagement timing determined by the electromagnetic clutch engagement timing delay process described later, the idling stop ECU 700 changes the rotation speed of the auxiliary drive motor 31 to the engine startup rotation speed. And the engine ECU 710
Request for fuel supply and spark ignition. The idling stop ECU 700 selects the mode 0 when detecting an unusable system abnormality.

When the idling stop ECU 700 determines that the engine 10 is started, it selects the mode 1. The idling stop ECU 700 determines that the engine 10 has started, for example, when the engine speed detected by the crank position sensor 54 is 500 rpm or more. Idling stop ECU 700
Requests the brake ECU 720 to release the held brake hydraulic pressure. The brake ECU 720
The brake actuator 47 is controlled to release the held brake hydraulic pressure, thereby realizing a non-braking state. When the ignition position sensor 47 detects that the position is switched from ON to OFF in the mode 1 state, the idling stop ECU 700 selects the mode 0.

Next, the engine stop control for suppressing the vibration executed when the idling operation of the engine 10 according to the present embodiment is stopped based on a request from the vehicle will be described with reference to FIGS. I do. FIG. 6 is a flowchart showing a processing routine of an engine stop control process executed when the idling operation of the engine 10 is stopped. FIG. 7 is a timing chart showing temporal changes in the intake pipe pressure Pm, the engine speed Ne, the valve timing, and the like during execution of the engine stop control process. FIG. 8 is a graph showing a relationship between the valve timing, the intake pipe pressure Pm, and the vibration generated in the engine 10.

The idling stop ECU 700 starts execution of this processing routine when a request to stop the idling operation of the engine 10 (that is, mode 2) based on the vehicle side request is generated. Idling stop ECU 70
0 determines whether or not the engine stop control process has already been executed and ended without issuing the VVT mechanism most retarding request after issuing the VVT mechanism advance request (step S10).
0). That is, it is determined whether a request has been made to engine ECU 710 to stop the combustion operation of engine 10. Idling stop ECU 70
If 0 is determined that the advance angle request has not been issued (step S100: Yes), the throttle valve 122 is fully closed, the fuel injection is stopped for the engine ECU 710,
A request is made to advance the valve timing of the intake valve 110 (step S110). Engine ECU 710 fully closes throttle valve 122 via throttle valve actuator 123 and stops fuel injection from injector 12.

Further, as shown in FIG. 7, the engine ECU 710 controls the crankshaft 1 via the VVT mechanism 114.
The rotation phase of the camshaft 112 with respect to one rotation phase is advanced, and the valve timing of the intake valve 110 is advanced by a predetermined amount. The term “advancing / retarding the valve timing” refers to the timing at which the intake valve 110 opens while the period during which the intake valve 110 is open remains constant.
In addition, the term is used to advance or delay the timing at which the intake valve 110 closes. This predetermined advance value is the valve timing that minimizes the pressure in the cylinder 101 (makes it the highest negative pressure) among all the valve timings that can be realized by the VVT mechanism 114. As shown in FIG. 8, the intake pipe pressure Pm when a predetermined advance value is set is lower than the intake pipe pressure Pm when the valve timing of the intake valve 110 is the most retarded. The reason for this is that the closing timing of the intake valve 110 is advanced (advanced), and it is possible to avoid or reduce the blowback of the gas in the cylinder 101 to the intake pipe 120 during the compression stroke.

In step S100, when it is determined that the idling stop ECU 700 has already issued the VVT mechanism advance request (step S100: Ye
s), skip the above steps and skip to the following step S
It moves to 120.

Subsequently, the idling stop ECU 70
0 controls the control current value input to the accessory drive motor 31 to maintain the engine speed Ne at 400 rpm (step S120). The engine speed Ne of 400 rpm is lower than the idling speed of the engine 10 as shown in FIG. In this state, since the fuel cut is being performed, the engine 10 cannot perform the combustion operation by itself, and is driven by the auxiliary drive motor 31. When the throttle valve is fully closed, the engine 10 (piston) is driven by the auxiliary drive motor 31 in this manner.
, The pressure in the cylinder gradually decreases as shown in FIG.

The idling stop ECU 700 determines whether or not the throttle valve 122 is fully closed based on a detection signal from the throttle valve position sensor 124 (step S130). When the idling stop ECU 700 determines that the throttle valve 122 is not in the fully closed state (step S130:
No) This processing routine ends, and the throttle valve 12
2 is determined to be in the fully closed state (step S1).
30: Yes), it is determined whether or not the valve timing of the intake valve 110 has reached a predetermined advance value based on a detection signal from the cam position sensor 52 (step S).
140). If the idling stop ECU 700 determines that the valve timing of the intake valve 110 has not reached the predetermined advance value (step S140: N
o), when this processing routine ends and it is determined that the valve timing of the intake valve 110 has reached a predetermined advance value (Step S140: Yes), the intake pipe pressure Pm is acquired from the intake pressure sensor 51. (Step S15
0). Unless each of the confirmation conditions (fully closing the throttle valve 122, valve timing of the intake valve 110) is satisfied, the series of confirmation processes may reach the determined intake pipe pressure Pmref even if the intake pipe pressure Pm is acquired. It is considered that there is a high possibility that there will be no such information.

The idling stop ECU 700 determines whether the acquired intake pipe pressure Pm is equal to or lower than the determined intake pipe pressure Pmref (step S160). If the idling stop ECU 700 determines that the intake pipe pressure Pm is higher than the determined intake pipe pressure Pmref (step S160: No), the processing routine ends. On the other hand, when the idling stop ECU 700 determines that the intake pipe pressure Pm is equal to or lower than the determined intake pipe pressure Pmref (step S160: Yes), the valve timing of the intake valve 110 to the engine ECU 710 via the VVT mechanism 114 is determined. Is requested to be the most retarded timing (step S170). Engine ECU
710 controls the OCV 115 that drives the VVT mechanism 114 to control the camshaft 1 with respect to the crankshaft 11.
Then, the valve timing of the intake valve 110 is made the most retarded by displacing the phase 12 at the most retarded angle.

The idling stop ECU 700 determines whether or not the elapsed time T from the request for the most retarded valve timing of the intake valve 110 has exceeded the standby time Tref (step S180). After the OCV 115 is operated, the phase of the camshaft 112 is displaced, and the intake valve 11
Since there is a response delay before the valve timing of 0 reaches the maximum retardation angle, the control waits for the response delay. The idling stop ECU 700 calculates the elapsed time T
Is shorter than the standby time Tref, the process waits until the standby time Tref elapses (step S180:
No). On the other hand, the idling stop ECU 700
If it is determined that the elapsed time T is equal to or longer than the standby time Tref (step S180: Yes), the electromagnetic clutch 1
5 is turned off (step S190). As a result, the rotation of the engine 10 that has been driven by the accessory drive motor 31 is stopped.

As described above, according to the internal combustion engine operation stop control device according to the present embodiment, the valve timing of the intake valve 110 is advanced to a predetermined advance timing at which the intake pipe pressure Pm can be minimized. The motor 31 drives the crankshaft 11 at a rotation speed lower than the idling rotation speed and different from the resonance rotation speed (for example, 400 rpm). As a result, the occurrence of resonance vibration can be avoided, and the intake pipe pressure Pm is reduced to a predetermined intake pipe pressure Pm as shown in FIGS.
can be reduced to re.

That is, it is possible to advance the closing timing of the intake valve 110 by advancing the valve timing of the intake valve 110, thereby avoiding or reducing the backflow of the gas in the cylinder 101 to the intake pipe 120 in the compression stroke. be able to. As a result, the pressure in the intake pipe 120 is less affected by the compression pressure generated in the cylinder 101, and the pressure in the intake pipe 120 can be reduced (negative pressure is increased).

The intake pipe pressure Pm is equal to the determined intake pipe pressure P
Since the valve timing of the intake valve 110 is again retarded to the most retarded timing after it becomes equal to or less than mref, the vibration generated when the engine 10 is stopped can be further reduced. By delaying the valve timing of the intake valve 110 to the most retarded timing, it is possible to delay the closing timing of the intake valve 110, thereby suppressing an increase in the pressure in the cylinder 101 during the exhaust stroke. In the intake stroke, the intake pipe pressure Pm can be used as the cylinder pressure. That is, as shown in FIG. 8, the intake pipe pressure P is set by setting the valve timing of the intake valve 110 to the advance timing.
By reducing m and setting it to the most retarded timing, the pressure in the cylinder 101 can be reduced by setting the pressure in the cylinder to the intake pipe pressure Pm and suppressing the rise in the pressure in the cylinder.

As described above, by reducing the pressure in the cylinder, it is possible to suppress the fluctuation of the pressure in the cylinder due to the reciprocating piston movement, and the vibration generated in the engine 10 can be suppressed. Further, since the rotational movement of the crankshaft 11 is stopped from a rotational speed lower than the idling rotational speed, it is possible to suppress an increase in the pressure in the cylinder at the time of passage of the resonance rotational speed, and when the engine 10 is stopped (the crankshaft 11 (When the rotation stops)
Can be suppressed.

Although the operation stop control apparatus for an internal combustion engine according to the present invention has been described based on some embodiments of the present invention, the above-described embodiments of the present invention are intended to facilitate understanding of the present invention. And does not limit the present invention. The present invention can be modified and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.

For example, in the above embodiment, the VVT mechanism 11
4 is provided only on the intake valve 110 side, but only on the exhaust valve 111 side. Alternatively, it may be arranged on both the intake valve 110 side and the exhaust valve 111 side. In any case, if the motoring is performed by the accessory drive motor 31 at the valve timing that can realize the lowest intake pipe pressure Pm, the desired intake pipe pressure Pm can be obtained.
It is because there is no change that can be realized.

Further, in the above embodiment, a direct injection type six-cylinder engine has been described. However, the present invention is applicable to a conventional port injection type engine, and the number of cylinders is also four cylinders. It can be used not only for other multi-cylinder engines such as five-, eight-, and twelve-cylinder engines, but also for single-cylinder engines.

In the above embodiment, the rotation speed of the engine 10 is maintained at 400 rpm by the auxiliary drive motor 31. However, the rotation speed is lower than the idling rotation speed of the engine 10 and the rotation speed other than the resonance rotation speed. If so, a similar effect can be obtained.

In the above embodiment, the damper is incorporated in the electromagnetic clutch 15, but the electromagnetic clutch 15 and the damper may be provided separately. Further, for convenience of explanation, the crankshaft pulley 125 and the electromagnetic clutch 15 are separately illustrated in FIG. 1, but the electromagnetic clutch 15 may be built in the crankshaft pulley 125.

In the above embodiment, the transmission 22
Although an automatic stepped transmission is used as the above, a manual transmission or an automatic stepless transmission may be used instead of the automatic stepped transmission. In any case, the idling stop control process can be executed, and the same advantage as that obtained by using the automatic stepped transmission can be obtained.

In the above embodiment, the present invention has been described based on a vehicle having only the engine 10 as a driving force source of the vehicle. However, the present invention relates to a hybrid vehicle having an engine and a vehicle driving motor as the driving force source. May also be applied. Even in such a case, when a direct injection type engine is provided as the engine, a similar problem occurs at the time of starting,
These problems can be solved by applying the present invention. Further, in a hybrid vehicle, the engine may be started by a request from the vehicle after idling stop including during running of the motor, and in such a case, if the restart control of the internal combustion engine according to the present embodiment is executed, the engine is restarted. The vibration caused by the restart is suppressed, and the discomfort given to the occupant when the engine is restarted can be reduced.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a schematic configuration around an engine 10 to which an operation stop control device for an internal combustion engine according to an embodiment of the present invention can be applied.

FIG. 2 is a block diagram showing a schematic configuration of a vehicle to which the embodiment can be applied.

FIG. 3 is an explanatory diagram showing in detail a configuration around an engine of the vehicle according to the embodiment according to the present invention.

FIG. 4 is an explanatory diagram showing a control system of the vehicle according to the embodiment according to the present invention.

FIG. 5 is a state transition diagram showing a transition state of control processing during idling stop control processing.

FIG. 6 is a flowchart showing a processing routine of an engine stop control process executed when the idling operation of the engine 10 is stopped.

FIG. 7 is a timing chart showing a time change of an intake pipe pressure Pm, an engine speed Ne, a valve timing, and the like during execution of an engine stop control process.

FIG. 8 is a graph showing a relationship between valve timing, intake pipe pressure Pm, and vibration generated in the engine 10.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 11 ... Crankshaft 12 ... Injector 13 ... Spark plug 14 ... Igniter 15 ... Multiplate electromagnetic clutch 16, 17 ... Transmission belt 18 ... Delivery pipe 20 ... Torque converter 22 ... Automatic stepped transmission (AT) 24 ... Drive shaft 25 ... Differential gear 26 ... Axle 27 ... Wheels 30 ... Auxiliary equipment 31 ... Auxiliary equipment drive motor 40 ... Ring gear 41 ... Starting motor 45 ... Oil pump drive motor 46 ... Instrument panel 47 ... Brake actuator 50 ... Temperature sensor 51 ... Outside air temperature sensor 52 ... Motor speed sensor 53 ... Engine speed sensor 56 ... Vehicle speed sensor 57 ... Shift position sensor 58 ... Accelerator opening sensor 59 ... Brake pedal sensor 60 ... Ignition position sensor 70 ... Control unit G 101 ... cylinder 102 ... cylinder head 103 ... intake port 104 ... exhaust port 105 ... cylinder block 110 ... intake valve 111 ... exhaust valve 112 ... cam shaft 113 ... cam 120 ... intake pipe 121 ... surge tank 122 ... throttle valve 151 ... clutch Plate 152 Flywheel 160 Accessory pulley 161 Crankshaft pulley 162 Accessory drive motor pulley 200 Inverter 210 High voltage battery 220 DC / DC converter 230 Battery 700 700 Idling stop ECU 710 Engine ECU 720 Brake ECU

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) F02D 17/00 F02D 17/00 B H 17/02 17/02 T 29/04 29/04 B 29/06 29/06 E 41/04 330 41/04 330F 41/08 320 41/08 320 330 330 330Z 43/00 301 43/00 301A 301H 301Z F term (reference) 3G084 BA03 BA05 BA13 BA16 BA23 BA34 CA03 CA07 DA02 DA39 EB16 EC02 FA10 FA33 3G092 AA01 AA06 AA11 AC03 BA01 BA08 BB10 CA02 CB04 CB05 DA09 DA12 DB04 DC01 DG05 DG07 EA12 EA26 EA27 FA14 GA04 GA10 GB08 HA05Z HA06Z HA13Z HE01Z HE03Z HE04Z HE05Z HE08Z 3G093 AA03 DA03A03 DA03A03 EA15 EB01 FA12 3G301 HA01 HA19 JA04 JA37 KA07 KA28 LA01 LA07 LB01 MA11 NE06 PA07Z PA11Z PE01Z PE03Z PE04Z PE05Z PE08Z

Claims (12)

[Claims] An internal combustion engine capable of changing valve timing and an electric motor for driving an auxiliary machine while the operation of the internal combustion engine is stopped are provided, and an output shaft of the internal combustion engine and an output shaft of the electric motor are connected to each other. An operation stop control device for an internal combustion engine in a vehicle that is connected and releasably connected via an internal combustion engine, wherein the internal combustion engine operation stop means stops operation of the internal combustion engine in accordance with a state of the vehicle; When the operation of the internal combustion engine is stopped, an electric motor control means for maintaining the rotation of the output shaft of the internal combustion engine at a predetermined rotation speed by the electric motor, When the operation of the internal combustion engine is stopped, the vibration of the internal combustion engine Valve timing changing means for changing the valve timing so as to reduce the valve timing; and the joining mechanism after the valve timing is changed by the valve timing changing means. An internal combustion engine operation stop control device comprising: a coupling mechanism control unit that releases the rotation of the output shaft of the internal combustion engine. 2. The operation stop control device for an internal combustion engine according to claim 1, wherein the valve timing changing means first sets the valve timing to a first valve timing for forcibly reducing the intake pressure of the internal combustion engine. And changing the valve timing to a second valve timing for reducing a load fluctuation of the internal combustion engine after a predetermined period has elapsed. 3. The internal combustion engine operation stop control device according to claim 2, further comprising an intake pressure detecting means for detecting an intake pressure of the internal combustion engine, and wherein the first valve timing is the intake pressure of the internal combustion engine. Is the lowest valve timing, the second valve timing is the valve timing at which the vibration of the internal combustion engine is minimum, and the valve timing changing means determines whether the intake pressure detected by the intake pressure detection means is a predetermined value. An operation stop control device for an internal combustion engine, wherein the valve timing is changed from the first valve timing to the second valve timing after the pressure becomes lower than the pressure. 4. The operation stop control apparatus for an internal combustion engine according to claim 1, wherein the vehicle includes a throttle valve for adjusting an amount of air taken into a cylinder of the internal combustion engine. An operation stop control device for an internal combustion engine, comprising: throttle valve control means for fully closing the throttle valve before changing the valve timing so that the intake pressure becomes minimum. 5. The internal combustion engine operation stop control device according to claim 4, wherein said valve timing control means determines that said slot valve is fully closed and said valve timing has been changed to said first valve timing. After confirming, it is determined whether or not the intake pressure detected by the intake pressure detection means has reached the predetermined intake pressure. 6. An internal combustion engine capable of changing a valve timing of an intake valve, an electric motor for driving an auxiliary machine while the operation of the internal combustion engine is stopped, and an output shaft of the internal combustion engine and an output shaft of the electric motor. Is a control device for stopping operation of an internal combustion engine in a vehicle which is coupled to be openable and closable via a coupling mechanism, wherein a throttle valve for adjusting an intake air amount into a cylinder of the internal combustion engine; An internal combustion engine stopping means for stopping the operation of the internal combustion engine in accordance with a state, when stopping the operation of the internal combustion engine, stopping fuel injection and ignition to the internal combustion engine, and fully closing the throttle valve. An internal combustion engine control unit that stops the operation of the internal combustion engine, and an electric motor control unit that maintains a rotation speed of an output shaft of the internal combustion engine at a predetermined rotation speed by the electric motor. When the operation of the internal combustion engine is stopped, the valve timing of the intake valve is advanced to forcibly reduce the intake pressure, and the valve timing of the intake valve is delayed to a predetermined value at a predetermined timing. A timing control unit that releases the coupling mechanism and stops rotation of the output shaft of the internal combustion engine after the valve timing of the intake valve is delayed to a predetermined value by the variable valve timing unit; And an operation stop control device for an internal combustion engine. 7. The operation stop control device for an internal combustion engine according to claim 6, further comprising an intake pressure detecting means for detecting an intake pressure of the internal combustion engine, and the variable valve timing means is controlled by the intake pressure detecting means. An operation stop control device for an internal combustion engine, wherein the valve timing of the intake valve is delayed to a predetermined value after the detected intake pressure reaches a predetermined intake pressure. 8. The operation stop control device for an internal combustion engine according to claim 6, wherein said valve valve timing varying means is configured such that said slot valve is fully closed and said intake valve has a valve timing. After confirming that the intake pressure has been advanced, it is determined whether or not the intake pressure detected by the intake pressure detection means has reached the predetermined intake pressure. . 9. An internal combustion engine having a variable valve timing, and an electric motor for driving an auxiliary machine while the internal combustion engine is not operating, wherein an output shaft of the internal combustion engine and an output shaft of the electric motor are connected. A coupling mechanism for coupling and releasably coupling an output shaft of the internal combustion engine and an output shaft of the electric motor; and stopping the internal combustion engine according to a state of the vehicle. Means for, when stopping the operation of the internal combustion engine, changing the valve timing so as to maintain the rotation of the output shaft of the internal combustion engine at a predetermined rotation speed by the electric motor and reduce load fluctuation of the internal combustion engine. Valve timing changing means to perform, and after the valve timing is changed by the valve timing changing means, release the coupling mechanism to stop rotation of the output shaft of the internal combustion engine And a joining mechanism control means for causing the vehicle to operate. 10. A vehicle comprising the internal combustion engine operation stop control device according to claim 2. 11. An internal combustion engine having a variable valve timing and an electric motor for driving an auxiliary machine while the internal combustion engine is not operating, wherein an output shaft of the internal combustion engine and an output shaft of the electric motor are connected. It is a method of stopping the operation of the internal combustion engine in the vehicle, wherein it is determined whether to stop the operation of the internal combustion engine according to the state of the vehicle, when it is determined that the operation of the internal combustion engine is stopped, Maintaining the rotation of the output shaft of the internal combustion engine at a predetermined rotation speed by the electric motor, changing the valve timing so as to reduce the load fluctuation of the internal combustion engine, the output shaft of the internal combustion engine and the output shaft of the electric motor, How to release a bond. 12. An internal combustion engine capable of changing a valve timing of an intake valve and an electric motor for driving an auxiliary machine while the operation of the internal combustion engine is stopped, and an output shaft of the internal combustion engine and an output shaft of the electric motor are provided. A method of stopping the operation of an internal combustion engine in a vehicle that is coupled, detecting an intake pressure of the internal combustion engine, and determining whether to stop the operation of the internal combustion engine according to a state of the vehicle, When it is determined that the operation of the internal combustion engine is stopped, fuel injection and ignition to the internal combustion engine are stopped, the rotation speed of the output shaft of the internal combustion engine is maintained at a predetermined rotation speed by the electric motor, and the intake pressure is reduced. The valve timing of the intake valve is advanced so as to be equal to or less than a predetermined pressure lower than the intake pressure when the valve timing is the latest, and the detected intake pressure is adjusted to the predetermined intake pressure. A method of delaying the valve timing of the intake valve to a predetermined value after the pressure becomes equal to or less than the force, and releasing the connection between the output shaft of the internal combustion engine and the output shaft of the electric motor.