JP2015190464A - Internal combustion engine control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reliably change valve timing to engine-start valve timing in a configuration of driving a valve phase variable mechanism to change the valve timing to the engine-start valve timing during stop of an internal combustion engine.SOLUTION: An internal combustion engine control device A, B includes stop control means to change valve timing to valve timing for starting an internal combustion engine (engine 1) by driving a valve phase variable mechanism (VVT 31) before the internal combustion engine stops in response to an instruction to stop the internal combustion engine in an idle state. The stop control means executes a delay control to continue actuating the internal combustion engine for predetermined delay time and then stop the internal combustion engine after receiving the stop instruction if an automatic transmission 2 is in a non-travel range during the idle state. Furthermore, the stop control means restricts a variable range of the valve phase variable mechanism to a smaller range and to stop the internal combustion engine without executing the delay control after receiving the stop instruction if the automatic transmission 2 is in a travel range during idling.

Description

  The technology disclosed herein relates to a control device for an internal combustion engine.

  For example, in Patent Documents 1 and 2, when the engine is stopped by turning off the ignition switch, the operation of the engine is continued for a predetermined delay time, and the phase of the intake valve is determined by the hydraulic pressure supplied during the continued operation. It describes that a variable mechanism (Variable Valve Timing: VVT) is driven and the valve timing of the intake valve is set to a timing suitable for the next engine start. Further, in Patent Document 1, when the range of the automatic transmission is in the travel range including the drive range and the reverse range, the brake pedal is depressed while the engine is continuously operated after turning off the ignition switch. It is also described that the engine can be stopped immediately without delaying the stop of the engine when the ignition switch is turned off when the automatic transmission is in the travel range because the vehicle can start when the vehicle is released. .

JP 2008-286127 A JP-A-7-217417

  In order to avoid a situation in which the vehicle starts while the engine is continuously operated after the ignition switch is turned off, as described in Patent Document 1, delay control at the time of engine stop is performed. It is desirable to prohibit However, if the delay control is prohibited, the phase variable mechanism may not be driven until the valve timing suitable for starting is reached. In this case, the startability of the next engine is deteriorated. Therefore, there is a need for a method capable of driving the phase variable mechanism until the valve timing suitable for starting is obtained while reliably preventing the vehicle from starting under delay control.

  Also, in so-called MT cars, if the driver engages the clutch while the engine is still running after turning off the ignition switch, so-called pop-out and / or engine stall will occur. . Since all warning lights in the meter panel are lit at the time of the stall, the fact that the engine stalls during the delay control will turn on all the warning lights even when the ignition switch is turned off. , Give driver discomfort. Therefore, there is a need for a measure that can drive the phase variable mechanism until the valve timing is suitable for starting while preventing the driver from feeling uncomfortable.

  Furthermore, when delay control is performed, it is desirable that the delay time be as short as possible and always have the same delay time. However, if the delay time is set long enough to ensure that the valve timing is suitable for starting, the time until the engine actually stops after the ignition switch is turned off becomes longer. As a result, the driver may feel uncomfortable. On the other hand, when the engine speed when the ignition switch is turned off is low, the time until the engine stops due to inertia is relatively short, so if the delay time is set short, the phase There is a possibility that the variable mechanism cannot be driven until the valve timing suitable for starting is reached. In this case as well, there is a need for a measure that can drive the phase variable mechanism until the valve timing is suitable for starting.

  The technology disclosed herein has been made in view of such a point, and the purpose thereof is to start a valve timing variable mechanism by driving the valve phase variable mechanism when the internal combustion engine is stopped. It is to make sure to change to the valve timing for use.

  The technology disclosed herein relates to a control device for an internal combustion engine. The control device is driven by an internal combustion engine and hydraulic pressure supplied by the power of the internal combustion engine, and the valve timing of the internal combustion engine is set in advance. A variable valve phase variable mechanism that can be changed within a predetermined variable range, and the variable valve phase variable mechanism until the internal combustion engine is stopped after the internal combustion engine in an idle state receives a stop command by an ignition switch operation. Stop control means for setting the valve timing to the start timing by driving.

  The internal combustion engine is connected to drive wheels via an automatic transmission, and the automatic transmission includes a travel range in which the output of the internal combustion engine can be transmitted to the drive wheels, and a non-transmissible non-transmission range. When the automatic transmission is in the non-traveling range during idling before receiving the stop command, the stop control means operates the internal combustion engine after receiving the stop command. Delay control is performed to stop after continuing for a predetermined delay time, and the stop control means is also configured to change the valve phase when the automatic transmission is in the travel range at idle before receiving the stop command. The variable range of the mechanism is limited to include the valve timing for starting and becomes narrower than the predetermined variable range, and after receiving the stop command, the delay control is performed. The stop engine without.

  According to this configuration, when an instruction to stop an internal combustion engine in an idle state is received, the hydraulic pressure supplied until the engine stops after receiving the stop instruction is used for the next engine start. Then, the valve phase variable mechanism is driven to set the valve timing of the internal combustion engine to the valve timing for starting.

  When the automatic transmission is in the non-traveling range at the time of idling before receiving the stop command, the vehicle does not start because power transmission between the internal combustion engine and the drive wheels is cut off. In this case, after receiving the stop command, the stop control means executes delay control for stopping after the operation of the internal combustion engine is continued for a predetermined delay time. As a result, the time from when the stop command is received until the internal combustion engine stops becomes longer, so that the valve phase variable mechanism can be driven until the start valve timing is reached. That is, it is possible to set the valve timing for starting while preventing the vehicle from starting.

  On the other hand, when the automatic transmission is in the travel range at the time of idling before receiving the stop command, power transmission between the internal combustion engine and the drive wheels is not interrupted. For this reason, if the internal combustion engine is not immediately stopped after receiving the stop command, but the delay control described above is performed, the vehicle is released when the driver releases the brake pedal during the delay control. May start. Therefore, the stop control means does not perform the delay control described above when the automatic transmission is in the travel range during idling. This reliably prevents the vehicle from starting.

  On the other hand, since the delay control is not performed, the time from when the stop command is received until the internal combustion engine stops is shortened. During this time, even if the phase variable mechanism is driven, the valve timing for starting is not reached. There is a fear. Accordingly, the stop control means includes a variable range of the valve phase variable mechanism including the valve timing for starting and is set in a predetermined variable range, that is, the valve phase variable mechanism, at an idle time before receiving the stop command. Limit to be less than the maximum variable range. It is desirable to limit the variable range based on the valve timing for starting. When the valve timing for starting is at the most advanced position in the predetermined variable range, it is desirable to limit the retard side limit in the variable range to advance, and conversely, the valve timing for starting is predetermined. When the position is at the most retarded position in the variable range, it is desirable to limit the advance side limit in the variable range to be retarded. Further, when the valve timing for starting is at an intermediate position between the most advanced angle position and the most retarded angle position within the predetermined variable range, the advance angle is on both the advanced angle side and the retarded angle side with respect to the intermediate position. It is preferable to limit so that the side limit is retarded and the retard side limit is advanced. When the starting valve timing is at the intermediate position, the limited variable range may be an equal range on the advance side and the retard side with the intermediate position as the center, but is not necessarily an equal range. It is not necessary to make this, and it is also possible to have an unequal range in which the range on the advance side is relatively wide or the range on the retard side is relatively wide. Furthermore, when the valve timing for starting is at the intermediate position, the variable range can be set so that the intermediate position becomes the most retarded angle position or the most advanced angle position in the variable range after limitation. It is.

  By limiting the variable range, the maximum amount of movement until the valve timing for starting is reduced, so the variable valve phase mechanism can move to the valve timing for starting in a short time. become. As a result, when the internal combustion engine is stopped without delay control in response to the stop command for the internal combustion engine, the variable valve phase mechanism is set to the start valve timing for a short time until the internal combustion engine stops. Can be moved to. Accordingly, in this case as well, it is possible to set the valve timing for starting while preventing the vehicle from starting.

  The stop control means is configured to perform braking independently of brake pedal operation during neutral idle control for interrupting transmission of output in the automatic transmission even when the range of the automatic transmission is in the travel range during the idling. When the brake holding control for holding the pressure is being executed or the parking brake is being operated, the variable range of the valve phase variable mechanism is not limited, and the delay control is executed after receiving the stop command. You may do it.

  Neutral idle control is a control that improves fuel efficiency by interrupting output transmission when the automatic transmission is in the travel range, but the state of the automatic transmission is substantially the same as the non-travel range. There is no vehicle start. Therefore, at the time of idling before receiving the stop command, even when the range of the automatic transmission is in the traveling range, the stop range command is received without performing the restriction of the variable range of the valve phase variable mechanism during the neutral idle control. Sometimes, delay control is performed to stop the internal combustion engine. As a result, it is possible to set the valve timing for starting until the stop of the internal combustion engine while preventing the vehicle from starting.

  In addition, the brake holding control for holding the brake pressure independently of the brake pedal operation is performed, for example, as a hill holder control. Even if the driver releases the brake pedal, the brake pressure is held, so that the vehicle starts. Will not happen. Therefore, at the time of idling before receiving a stop command, even when the range of the automatic transmission is in the travel range, the stop range command is received without executing the restriction of the variable range of the valve phase variable mechanism during the brake holding control. Sometimes, by performing delay control to stop the internal combustion engine, it is possible to achieve the start valve timing before the internal combustion engine is stopped while preventing the vehicle from starting.

  Furthermore, it is possible to prevent the vehicle from starting even while the parking brake is operating. Therefore, when idling before receiving a stop command, even when the range of the automatic transmission is in the travel range, the variable range of the valve phase variable mechanism is not limited while the parking brake is operating, and when the stop command is received By performing the delay control and stopping the internal combustion engine, it is possible to set the start valve timing until the internal combustion engine is stopped while preventing the vehicle from starting.

  The control device for an internal combustion engine disclosed herein is also driven by the internal combustion engine and the hydraulic pressure supplied by the power of the internal combustion engine, and the valve timing of the internal combustion engine can be changed within a predetermined variable range set in advance. After the valve phase variable mechanism and the internal combustion engine in an idle state receive a stop command by operating an ignition switch, the valve phase variable mechanism is driven until the internal combustion engine is stopped. Stop control means for making the timing for starting.

  The internal combustion engine is coupled to the drive wheels via a manual transmission, and the stop control means has not selected any of the shift stages at the time of idling before receiving the stop command. When in the neutral state, after receiving the stop command, a delay control is executed to stop the internal combustion engine after continuing the operation for a predetermined delay time. When the manual transmission is in a non-neutral state in which one of the gear positions is selected at the time of idling, the variable range of the valve phase variable mechanism includes the valve timing for starting and the predetermined variable The internal combustion engine is stopped without performing the delay control after receiving the stop command while limiting the range to be narrower than the range.

  According to this configuration, when the manual transmission is in the neutral state at the time of idling to receive a stop command, the power transmission between the internal combustion engine and the drive wheels is cut off, so that not only the vehicle starts but also the engine stall. I don't get up. Therefore, after receiving the stop command, the stop control means executes delay control to stop the internal combustion engine. This makes it possible to drive the valve phase variable mechanism for a relatively long time from when the stop command is received until the internal combustion engine stops, while preventing engine stalls, popping out, and starting of the vehicle, It becomes possible to set the valve timing for starting.

  On the other hand, when the manual transmission is in a non-neutral state at the time of idling before receiving the stop command, the power transmission between the internal combustion engine and the drive wheels is not interrupted, so the delay is received after receiving the stop command. If the control is performed, there is a possibility that the engine stalls or jumps out and the vehicle starts when the driver performs the clutch engaging operation during the delay control. Therefore, the stop control means does not perform the delay control described above when the manual transmission is in a non-neutral state during idling. This prevents engine stalls, popping out and starting of the vehicle.

  On the other hand, the stop control means limits the variable range of the valve phase variable mechanism to include the valve timing for starting and to be narrower than the predetermined variable range when the internal combustion engine is idle before receiving the stop command. Thus, when the internal combustion engine is stopped without performing the delay control in response to the stop command of the internal combustion engine, the valve phase variable mechanism is started for the valve timing for starting in a short time until the internal combustion engine stops. It becomes possible to move to. Accordingly, in this case as well, it is possible to achieve the valve timing for starting while preventing engine stall, jumping out, and starting of the vehicle.

  Note that, as described above, it is desirable that the variable range is limited based on the valve timing for starting, so that in a short time from when the stop command is received until the internal combustion engine stops, The valve phase variable mechanism can be reliably set to the valve timing for starting.

  The control device for an internal combustion engine disclosed herein is also driven by the internal combustion engine and the hydraulic pressure supplied by the power of the internal combustion engine, and the valve timing of the internal combustion engine can be changed within a predetermined variable range set in advance. After the valve phase variable mechanism and the internal combustion engine in an idle state receive a stop command by operating an ignition switch, the valve phase variable mechanism is driven until the internal combustion engine is stopped. Stop control means for making the timing for starting.

  The stop control means performs delay control for stopping the operation of the internal combustion engine after continuing the operation of the internal combustion engine for a predetermined delay time after receiving the stop command, and after receiving the stop command, The valve phase variable mechanism is driven until the internal combustion engine stops after the control, and the stop control means also stops the stop timing so that the valve timing for starting is reached by the time the internal combustion engine stops. The variable range of the valve phase variable mechanism is changed according to the idle state before receiving the command.

  In this configuration, unlike the configuration described above, after receiving a stop command, the stop control means always performs delay control for stopping after the operation of the internal combustion engine is continued for a predetermined delay time. This “predetermined delay time” means a constant delay time at all times. Therefore, the time until the operation of the internal combustion engine stops after receiving the stop command is substantially constant. This avoids making the driver feel uncomfortable.

  On the other hand, it is necessary to move the variable valve phase mechanism to the starting valve timing before the internal combustion engine stops. However, when the internal combustion engine stop command is received, Depending on the state, after the delay time elapses, the time until the internal combustion engine rotates due to inertia and stops can change, so the internal combustion engine may stop before reaching the starting valve timing. Can happen. In addition, since the valve phase variable mechanism driven by hydraulic pressure can change the movement depending on the viscosity and pressure state of the hydraulic oil, the internal combustion engine can also be used before reaching the start valve timing even when it is difficult to move depending on the hydraulic oil state. Can stop.

  In the above configuration, the variable range of the valve phase variable mechanism is changed according to the idle state before receiving the stop command. That is, the variable range is limited to be narrower than a predetermined variable range set in advance so that the valve timing for starting is reached before the internal combustion engine stops. Note that when the internal combustion engine stops, the start valve timing may be reached, or before the internal combustion engine stops, the start valve timing may be reached.

  Thus, when the ignition switch is turned off and the internal combustion engine is stopped, the variable valve phase mechanism can be reliably set to the starting valve timing while the delay time is constant.

  The stop control means may narrow the variable range when the rotational speed of the internal combustion engine is low than when it is high.

  When the rotational speed of the internal combustion engine is low, the time from when the predetermined delay time elapses until the internal combustion engine rotates due to inertia and stops is relatively short. Accordingly, since the time during which the valve phase variable mechanism is driven and the valve timing can be changed is shortened, the variable range of the valve phase variable mechanism is limited to be narrowed accordingly in the idle state. By doing this, the maximum amount of movement until the starting valve timing is reduced, so the valve phase variable mechanism is set to the starting valve timing after the stop command is received until the internal combustion engine stops. It is possible to move it reliably.

  The stop control means narrows the variable range as the oil temperature decreases when the oil temperature of the internal combustion engine is equal to or lower than a predetermined high temperature, and the oil temperature increases when the oil temperature is higher than the predetermined high temperature. The higher the value, the narrower the variable range may be.

  When the oil temperature of the internal combustion engine is low, the (dynamic) viscosity of the hydraulic oil increases. This can reduce the response speed of the variable valve phase mechanism. On the other hand, the hydraulic pressure increases due to a decrease in the oil temperature. This can increase the response speed of the variable valve phase mechanism. Generally, in the variable valve phase mechanism, when the oil temperature is relatively high (for example, 90 to 100 degrees) or less, the lower the oil temperature, the lower the response speed due to the higher kinematic viscosity. Increased response is more dominant than response speed. When the oil temperature is relatively high, the higher the oil temperature, the lower the response speed due to lower oil pressure, and the lower response speed due to lower kinematic viscosity. Become more dominant.

  Therefore, considering the ease of movement of the valve phase variable mechanism resulting from the kinematic viscosity and hydraulic pressure of the hydraulic oil according to the level of the oil temperature, the variable range is narrowed as the oil temperature decreases when the temperature is below a predetermined high temperature. At the same time, when the oil temperature is higher than the predetermined high temperature, the variable range is narrowed as the oil temperature becomes higher. In this way, when the valve phase variable mechanism is difficult to move, the variable range becomes relatively narrow, and the maximum amount of movement until the start valve timing is reduced. The variable mechanism can be reliably moved to the valve timing for starting.

  The internal combustion engine is connected to drive wheels via an automatic transmission, and the automatic transmission includes a travel range in which the output of the internal combustion engine can be transmitted to the drive wheels and a non-travel range incapable of being transmitted. And the stop control means may make the variable range narrower when the automatic transmission is in the travel range than when it is in the non-travel range.

  When stopping the internal combustion engine while the automatic transmission is in the non-traveling range, the time from when the delay period elapses until the internal combustion engine rotates due to inertia and stops is when the automatic transmission is in the traveling range. Longer than. That is, when the automatic transmission is in the non-traveling range, the resistance to the rotation of the internal combustion engine is small, and the time until the rotation decreases when the internal combustion engine rotates by inertia is moderately long. Become. On the contrary, when the automatic transmission is in the travel range, the resistance to the rotation of the internal combustion engine is large, and the time until the rotation decreases suddenly and stops when the internal combustion engine rotates by inertia is relatively short. . Therefore, when the automatic transmission is in the travel range, the variable range of the valve phase variable mechanism is limited to be narrower than when the automatic transmission is in the non-travel range. By doing this, when the automatic transmission is in the travel range, the time until the internal combustion engine stops is relatively short, but in that short time, the valve phase variable mechanism is moved to the start valve timing, It becomes possible to move it reliably.

  Even when the automatic transmission is in the travel range, the stop control means is configured to move the variable range to the non-travel when the automatic transmission is performing neutral idle control that cuts off output transmission. It may be the same as when in range.

  As described above, during the neutral idle control, the automatic transmission is substantially the same as the non-traveling range even when in the travel range. That is, the time until the internal combustion engine stops after receiving the stop command is relatively long. Therefore, it is possible to move to the valve timing for starting without limiting the variable range of the valve phase variable mechanism to be narrow. Therefore, during execution of the neutral idle control, even when the automatic transmission is in the travel range, the variable range is made the same as when the automatic transmission is in the non-travel range (that is, not limited). By doing so, it becomes possible to reliably set the valve phase variable mechanism to the starting valve timing before the internal combustion engine stops.

  As described above, according to the control device for an internal combustion engine, when there is no possibility that the vehicle starts or stalls due to the operation of the driver after the stop command for the internal combustion engine, the delay control is performed to ensure that In addition, while setting the valve phase variable mechanism to the valve timing for starting, when there is a possibility that the vehicle starts or stalls due to the driver's operation, while stopping the internal combustion engine without performing delay control, By limiting the variable range of the variable valve phase mechanism in advance, the variable valve phase mechanism can be reliably set to the starting valve timing before the internal combustion engine is stopped.

  Further, according to the control device for an internal combustion engine, after receiving the stop command for the internal combustion engine, the internal combustion engine is stopped after a certain delay time, thereby preventing the driver from feeling uncomfortable, By changing the variable range of the valve phase variable mechanism in accordance with the state of the transmission or the like, it is possible to reliably set the valve phase variable mechanism to the start valve timing before the internal combustion engine is stopped.

It is a block diagram which shows roughly the structure of the control apparatus of the internal combustion engine mounted in an AT vehicle. It is a flowchart which shows the procedure of delay control. It is a flowchart which shows the procedure of neutral idle control. (A) (b) It is an example of the map which concerns on the setting of the limit value of the variable range of VVT in the control flow shown in FIG. 3 is a flowchart showing a procedure of delay control different from FIG. 2. In the control flow shown in FIG. 5, it is an example of the map which concerns on the setting of the limit value of the variable range of VVT. It is a block diagram which shows roughly the structure of the control apparatus of the internal combustion engine mounted in MT car. It is a figure which shows the step replaced in the control flow shown in FIG. It is a figure which shows the step replaced in the control flow shown in FIG.

  Hereinafter, an embodiment of a control device for an internal combustion engine will be described based on the drawings. The following description is exemplary.

(Control device for internal combustion engine mounted on AT car)
FIG. 1 shows the overall configuration of a control device for an internal combustion engine mounted on a so-called AT vehicle. The control device A includes an engine 1 as an internal combustion engine, a plurality of actuators 31 to 33 attached to the engine 1, an engine operating unit 4 that operates the actuators 31 to 33, the engine 1, and the engine 1. The engine 1 is driven through the control of various sensors 70 to 77 and 710 that detect and output the operation state of the vehicle and the actuators 31 to 33 based on signals from the sensors 70 and 72 to 75 and 710. And an engine controller 100 (Engine Control Unit: ECU).

  The control device A also includes an automatic transmission 2 coupled to the engine 1, an automatic transmission drive unit 6 that drives the automatic transmission 2, and control of the automatic transmission drive unit 6 based on signals from the sensors 76 to 77. An automatic transmission controller 200 (Automatic Transmission Control Unit: ATCU) that operates the automatic transmission 2 is provided.

  The control device A further includes a vehicle control unit 300 connected to the engine controller 100 and the automatic transmission controller 200 via, for example, an in-vehicle network.

  Below, the main parts of each structure are demonstrated about the engine 1, the various actuators 31-33 accompanying the engine 1, the components 41-43 of the engine operation part 4, the automatic transmission 2, and the automatic transmission drive part 6. However, since well-known ones are adopted for all, they are not shown except for a part.

  The engine 1 is configured as, for example, a spark ignition internal combustion engine, and a plurality of cylinders are disposed therein. The engine 1 is mounted on a vehicle such as an automobile, and its output shaft is connected to drive wheels 5 via an automatic transmission 2. The vehicle is propelled by transmitting the output of the engine 1 to the drive wheels 5.

  The engine 1 includes a cylinder block and a cylinder head mounted thereon, and the cylinder is formed inside the cylinder block. A crankshaft is rotatably supported by the cylinder block, and the crankshaft is connected to a piston via a connecting rod. The piston is inserted into each cylinder so as to be reciprocally movable, and defines a combustion chamber by cooperating with the cylinder head and the cylinder.

  In the cylinder head, an intake port and an exhaust port are formed for each cylinder and each communicates with the combustion chamber. The intake port and the exhaust port are provided with an intake valve and an exhaust valve, respectively, so that the port can be shut off from the combustion chamber side. The intake valve is driven by the intake valve drive mechanism, and the exhaust valve is driven by the exhaust valve drive mechanism, thereby reciprocating at a predetermined timing to open and close the intake port and the exhaust port.

  The intake valve drive mechanism and the exhaust valve drive mechanism each have an intake camshaft and an exhaust camshaft. These camshafts are drivingly connected to the crankshaft via a known power transmission mechanism, and rotate in conjunction with the rotation of the crankshaft. The intake valve driving mechanism and the exhaust valve driving mechanism are configured in a rocker arm type having a swing arm, for example.

  In this embodiment, at least the intake valve drive mechanism includes a variable valve phase mechanism 31 (hereinafter simply referred to as VVT 31) that can change the closing timing of the intake valve as the valve timing. The VVT 31 continuously changes the phase of the intake camshaft within a predetermined angle range.

  Specifically, the VVT 31 is configured hydraulically, although not shown in detail, and operates by receiving hydraulic pressure supplied from an engine-driven oil pump. When this VVT 31 is operated, the intake camshaft is advanced or retarded with respect to the crankshaft, and the closing timing of the intake valve is set to a predetermined maximum advance timing and maximum delay timing after intake bottom dead center. Change continuously between. The VVT driving unit 41 for driving the VVT 31 includes, for example, an electric circuit, and supplies the hydraulic pressure to the VVT 31 according to the valve phase angle signal input from the engine controller 100, thereby determining the closing timing of the intake valve. Control change behavior.

  Further, when the engine 1 is stopped, the VVT 31 uses a locking means such as an engagement pin to set the intake valve closing timing to a predetermined timing as the starting position of the engine 1, for example, the most retarded angle. Lock to the changed state at the time.

  A fuel injection valve 32 is attached to the cylinder head for each cylinder. The fuel injection valve 32 is, for example, a multi-injection type fuel injection valve. The fuel supply system 42 that operates the fuel injection valve includes, for example, an electric circuit that drives the fuel injection valve 32 and a fuel supply system that supplies fuel to the fuel injection valve 32. In accordance with the fuel injection pulse, the operation of the fuel injection valve 32 is controlled so that fuel such as gasoline is injected into the cylinder by a predetermined amount at a predetermined timing.

  Further, a spark plug 33 is attached to the cylinder head. The spark plug 33 is attached so that the tip thereof faces the combustion chamber, and ignites the air-fuel mixture in the combustion chamber by generating a spark in the combustion chamber. The ignition system 43 that operates the ignition plug 33 includes an electric circuit, and receives an ignition signal from the engine controller 100. The ignition system 33 is energized so that the ignition plug 33 generates a spark at a desired ignition timing. To do.

  The automatic transmission 2 includes a torque converter coupled to the output shaft of the engine 1 and a transmission mechanism to which an output from the engine 1 is input via the torque converter, and is transmitted through the output shaft of the engine 1. Rotational power is transmitted to the drive wheel after shifting. Known torque converters and transmission mechanisms are used, respectively. In this embodiment, the torque converter is configured as a fluid transmission, and the transmission mechanism includes a plurality of planetary gears, a clutch mechanism, and a brake mechanism. And a friction fastening mechanism. This speed change mechanism achieves, for example, six forward speeds and reverse speeds by fastening and releasing predetermined friction fastening mechanisms to each other. The automatic transmission controller 200 basically sets a shift stage based on the accelerator opening and the vehicle speed, and the automatic transmission drive unit 6 follows the shift stage designation signal from the automatic transmission controller 200. The friction engagement element of the transmission mechanism is engaged and released to realize the designated shift stage.

  In the automatic transmission 2, at least a parking range, a neutral range, a drive range, and a reverse range are set as ranges that can be selected by the driver. Among these, when the drive range and the reverse range are selected, the speed change mechanism is in a state where power can be transmitted between the engine 1 and the drive wheels. When the parking range and the neutral range are selected, the speed change mechanism is changed from the engine 1. The power cannot be transmitted between the drive wheels. The drive range and reverse range correspond to the travel range, and the parking range and neutral range correspond to the non-travel range. The range selected by the driver is detected by the shift position sensor 76, and the shift position sensor 76 outputs a signal related to the selected range to the automatic transmission controller 200.

  When the engine of the engine 1 is stopped, the resistance to the rotation of the engine 1 is higher when the shift range is in the non-traveling range than when the speed change range is in the non-traveling range. .

  Each wheel including the drive wheels 5 is provided with a brake device (not shown), and the vehicle is decelerated by the braking force generated by supplying brake pressure corresponding to the amount of depression of the brake pedal to each brake device. Let The brake pressure control mechanism 81 is provided with a hydraulic unit capable of supplying brake pressure to each brake device independently of the depression operation of the brake pedal, and is controlled by a brake controller 800 (Brake Control Unit: BCU). The brake force of each brake device is adjusted by controlling the supply amount of the brake pressure according to the signal.

  In the following, main parts of the engine controller 100 and the automatic transmission controller 200 that control the operations of the engine 1 and the automatic transmission 2 configured as described above will be described. The portions that are present are not shown except for some portions.

  The engine controller 100 and the automatic transmission controller 200 have the same basic hardware configuration. Specifically, it is a controller based on a well-known microcomputer, and includes a central processing unit (CPU) that executes a program, a memory configured by, for example, RAM and ROM, and stores a program and data, and an electric signal And an input / output (I / O) bus.

  As shown in FIG. 1, the engine controller 100 includes at least an engine opening degree sensor that detects a rotation speed signal from the rotation sensor 72 that detects an output rotation (engine speed) of the engine 1 and an accelerator pedal depression amount. 73, an accelerator opening signal from 73, a vehicle speed signal from a vehicle speed sensor 74 that detects the rotational speed of the output shaft of the automatic transmission 2, a throttle opening signal from a throttle opening sensor 75 that detects the throttle opening of the engine 1, The oil temperature signal from the oil temperature sensor 710 is input. The engine controller 100 also receives a parking brake signal from a parking brake sensor 70 that detects that the parking brake is operating.

  The engine controller 100 calculates a control parameter for determining the state of the engine 1 and the vehicle by performing various calculations based on the input as described above. Based on the control parameter, for example, a desired fuel injection pulse is calculated. And output control signals such as an ignition signal and a valve phase angle signal. The engine controller 100 outputs such control signals to the fuel supply system 42, the ignition system 43, the VVT drive unit 41, and the like.

  An engine start signal and an engine stop signal from an ignition switch 71 (hereinafter referred to as IG-SW) that converts an engine start command and an engine stop command made by operating the ignition switch into an electrical signal and outputs the electrical signal are the vehicle control unit. 300 is input.

  Although details will be described later, when an engine stop signal from the IG-SW 71 is detected, there may be a case where delay control is performed to stop the engine 1 after continuing the operation of the engine 1 for a predetermined time. Therefore, the vehicle control unit 300 detects the engine stop signal from the IG-SW 71 and outputs an engine stop signal to the engine controller 100 after a predetermined time for continuing the operation of the engine 1 has elapsed.

  After the engine stop signal is output by the IG-SW 71, the engine controller 100 supplies the hydraulic pressure supplied over the period until the rotational drive of the engine 1 is completely stopped, that is, the period until the engine speed becomes zero. Using this, the VVT 31 is driven, and start position setting control is performed to lock the intake valve on and off with the start timing. Here, the starting on-off valve timing is the most retarded timing within the variable range set in the VVT 31.

  The “operation of the engine 1” here means at least one of an ignition operation by the spark plug 33 and a fuel injection operation by the fuel injection valve 32, for example. In this embodiment, both the ignition operation and the fuel injection operation are continued.

  On the other hand, as shown in FIG. 1, the automatic transmission controller 200 detects, for example, an operation position signal from the shift position sensor 76 that detects the operation position of the select lever, and the depression of the brake pedal. A brake pedal depression signal or the like from the foot brake sensor 77 is input.

  For example, the automatic transmission controller 200 outputs a control signal based on the operation position signal to the transmission mechanism 22 to change the shift range of the automatic transmission 2.

  When the automatic transmission controller 200 determines that the travel range is selected as the shift range and the vehicle is stopped (stopped), the clutch plate that is engaged during the normal travel range is put into an engaged state. While maintaining the control, the clutch plate adjacent to each other is slid mutually at a predetermined slip rate by reducing the fastening force, so-called neutral idle control is executed. When the neutral idle control is being executed, the clutch plates slide against each other, so that the resistance to the rotation of the engine 1 is relatively low. Despite being in the range, the engine speed of the engine 1 decreases relatively slowly as in the case where the shift range is in the non-traveling range.

  Furthermore, the brake controller 800 includes hardware similar to that of the engine controller 100, and is configured as a controller based on a well-known microcomputer.

  When it is determined that the traveling range is selected as the range and the vehicle is stopped (stopped), the brake controller 800 executes brake holding control for holding the brake pressure of the brake device. The brake holding control constitutes a so-called hill holder mechanism that prevents the vehicle from sliding down while stopping on a slope, for example. In a state where the brake holding control is being executed, a predetermined brake pressure is held and the vehicle is prevented from starting.

  The engine controller 100, the automatic transmission controller 200, the brake controller 800, and the vehicle control unit 300 are connected so that control signals can be exchanged with each other.

(Engine delay control in AT cars)
Next, engine delay control in the control device A for an internal combustion engine mounted on an AT vehicle will be described with reference to the flowchart of FIG. This flow shows the control performed by the engine controller 100, the automatic transmission controller 200, the brake controller 800, and the vehicle control unit 300 included in the control device A for the internal combustion engine in cooperation.

  In step S21 after the start in the flow, various signals are read, and in the subsequent step S22, it is determined whether or not the engine 1 is in an idle state. When not in the idle state (NO), the process returns to step S21, while when in the idle state (YES), the flow proceeds to step S23.

  In step S23, it is determined whether or not the range of the automatic transmission 2 is the travel range (that is, the D range or the R range). When it is not the travel range (NO, that is, when it is the non-travel range of the P range or the N range), the process proceeds to step S24. On the other hand, when it is the travel range (YES), the process proceeds to step S29.

  In step S24, it is determined whether or not the vehicle control unit 300 has received the engine stop signal from the IG-SW 71. If the engine stop signal has not been received, step S24 is repeated. The engine 1 is idled. In contrast, when the engine stop signal is received (YES), the process proceeds to step S25. In step S25, a delay timer T is set to a predetermined time to execute delay control for stopping the engine 1 after the operation of the engine 1 is continued for a predetermined delay time. This predetermined delay time is, for example, about 1 second.

  In the subsequent step S26, the ignition is continuously turned on to continue the fuel injection and ignition, whereby the operation of the engine 1 is continued even after receiving the engine stop signal. In step S27, based on the delay timer T, it is determined whether or not the delay time has elapsed. If the delay time has not elapsed (NO), the process returns to step S26 and the ignition is kept on. . On the other hand, when the delay time has elapsed (YES), the process proceeds to step S28, and the vehicle control unit 300 outputs an engine stop signal to the engine controller 100. The engine controller 100 stops fuel injection and ignition, and turns off the ignition. The engine 1 rotates due to inertia and then stops. Although not shown in the flow shown in FIG. 2, starting position setting control is performed between step S25 and step S28, that is, while the engine 1 is rotating after the IG-SW 71 is turned off. The VVT 31 moves to the starting position (that is, the most retarded position) and is locked at the starting position.

  On the other hand, in step S29, where the range of the automatic transmission 2 is assumed to be the travel range, the neutral idle control is being executed, the brake holding control is being executed, or the parking brake is being operated. judge.

  Here, FIG. 3 is a flowchart showing the procedure of the neutral idle control. In step S41 after the start, the signals of the accelerator opening sensor 73, the vehicle speed sensor 74, the shift position sensor 76, and the foot brake sensor 77 are shown. In step S42, which is read, it is determined whether the vehicle speed is zero, the accelerator opening is zero, the brake is on, and the drive range is set. When this determination is YES, the process proceeds to step S43, and neutral idle control is executed for the automatic transmission 2.

  Returning to the flow of FIG. 2, the brake holding control, as described above, is performed when the traveling range is selected as the range of the automatic transmission 2 and it is determined that the vehicle is stopped (stopped). The brake pressure supplied to the brake device by the depression of the brake pedal is maintained even after the depression of the brake pedal is released. When the brake holding control is executed together with the NI control during execution of the NI control, the brake holding control is not executed even when the NI control is being executed, and the NI control is not executed. In some cases, the brake holding control is executed.

  The determination in step S29 determines whether or not the vehicle cannot start even if the automatic transmission 2 is in the travel range. That is, even if the automatic transmission 2 is in the travel range, when the automatic transmission 2 is performing neutral idle control, the power transmission in the automatic transmission 2 is cut off, so the output of the engine 1 is The vehicle does not start without being transmitted to the drive wheels 5. Further, when the automatic transmission 2 is in the travel range and the brake holding control is being executed, the brake pressure is held by the brake holding control even if the driver releases the brake pedal. Is prevented from starting. Furthermore, even when the parking brake is in operation, the vehicle is prevented from starting when the driver releases the brake pedal.

  When the determination in step S29 is YES, the process proceeds to step S24. In this case, since the vehicle does not start even when the automatic transmission 2 is in the travel range, the delay control is executed when the engine stop signal is received as in the non-travel range. On the other hand, when the determination in step S29 is NO, the process proceeds to step S30. In this case, as described later, the delay control is not executed when the engine stop signal is received.

  In step S30, the variable range of the VVT 31 is limited when the engine 1 is idling so that the VVT 31 reaches the starting position before the engine 1 stops in response to not performing the delay control. Since the start position of the VVT 31 is the most retarded position in the variable range, here, the most advanced position in the variable range is limited to be retarded. By doing so, the variable range of the VVT 31 becomes relatively narrow, so the maximum amount when the VVT 31 is moved to the starting position is reduced. As a result, when the engine stop signal is received, the VVT 31 can be moved to the start position even within a short time until the engine 1 stops without performing delay control.

  In step S30, specifically, as shown in FIG. 4 (a), the advance angle limit value (that is, variable) according to the rotational speed of the engine 1 during idling and according to the oil temperature of the engine 1. (Corresponds to the most advanced position in the range). As shown in FIG. 4A, when the rotational speed of the engine 1 is low, the advance limit value is set to the retard side than when it is high. When the engine speed is low, the time until the engine 1 stops after receiving the engine stop signal is relatively short, but the advance limit value is set to the retard side and the maximum amount of movement to the start position is set. By reducing the number in advance, it becomes possible to move the VVT 31 to the starting position in a short time until the engine 1 stops. On the contrary, when the engine speed is high, the time until the engine 1 stops after receiving the engine stop signal is relatively long, so the advance angle limit value is set to the advance angle side and the maximum to the start position is reached. Even if the amount of movement is relatively large, the VVT 31 can be moved to the starting position before the engine 1 stops.

  As shown in FIG. 4 (b), the advance angle limit value is on the retard side as the oil temperature of the engine 1 is lower when the oil temperature of the engine 1 is equal to or lower than a predetermined high temperature Th. On the other hand, when the oil temperature of the engine is higher than the predetermined high temperature Th, the higher the oil temperature of the engine 1, the more retarded.

  When the oil temperature is low, the (dynamic) viscosity of the hydraulic oil increases. This can reduce the response speed of VVT31. On the other hand, the hydraulic pressure increases due to a decrease in the oil temperature. This can increase the response speed of the VVT 31. Generally, in VVT31, when the oil temperature is relatively high (for example, 90 to 100 degrees) or less, the lower the oil temperature, the lower the response speed due to the higher kinematic viscosity. When the oil temperature is relatively high, when the oil temperature is relatively high, the decrease in the response speed due to the lowering of the hydraulic pressure is more dominant than the improvement in the response speed due to the lower kinematic viscosity. Become.

  Therefore, when the oil temperature is equal to or lower than the predetermined high temperature Th, the variable range of the VVT 31 becomes narrower as the oil temperature becomes lower, and when the oil temperature is higher than the predetermined high temperature Th, the variable range of the VVT 31 becomes higher as the oil temperature becomes higher. Narrow. In this way, even when the VVT 31 is difficult to move, the VVT 31 can be moved to the starting position until the engine 1 is stopped.

  Thus, the advance limit value is set based on both the engine speed and the oil temperature.

  Returning to the flow of FIG. 2, after setting the variable range of the VVT 31 in step S <b> 30, the process proceeds to step S <b> 31 to determine whether an engine stop signal from the IG-SW 71 has been received. When the engine stop signal is not received, this step S31 is repeated. The engine idles in a state where the variable range of the VVT 31 is limited. On the other hand, when the vehicle control unit 300 receives the engine stop signal (YES), the process proceeds to step S28, and the engine stop is output to the engine controller 100. Accordingly, as described above, the fuel injection and ignition are stopped without performing the delay control, and the engine 1 is stopped. At this time, although the execution time of the start position setting control is shortened by the amount of delay control, the variable range of the VVT 31 is narrowed as described above, so that the VVT 31 is reliably moved to the start position. Can be locked.

  Thus, when the automatic transmission 2 is in the non-traveling range, there is no possibility that the vehicle will start, so the engine 1 is stopped for a predetermined delay time after receiving the engine stop signal by the operation of the IG-SW 71. By driving the VVT 31 with the hydraulic pressure supplied in the meantime, the VVT 31 can be reliably moved to the starting position.

  On the other hand, when the automatic transmission 2 is in the travel range, the vehicle may start when the brake pedal is released. Therefore, the delay control is prohibited to prevent the vehicle from starting. By narrowing the variable range of VVT31 during idle operation before receiving a stop signal, VVT31 can be reliably moved to the start position even if engine 1 is stopped without performing delay control. become. By changing the limit amount of the variable range according to the rotational speed and oil temperature of the engine 1, the VVT 31 is reliably moved to the starting position according to the operating state of the engine 1 and the ease of movement of the VVT 31. It becomes possible to make it.

  Further, even when the automatic transmission 2 is in the travel range, the VVT 31 can be changed when the vehicle start can be prevented by executing the NI control, executing the brake holding control, or operating the parking brake. By performing delay control when an engine stop signal is received without limiting the range, the VVT 31 is reliably moved to the start position before the engine 1 is stopped while preventing the vehicle from starting. It becomes possible.

  FIG. 5 shows a flow of delay control different from FIG. The flow in FIG. 2 switches between execution and non-execution of delay control according to the range of the automatic transmission 2 as described above, but the flow shown in FIG. First, when the engine stop signal is received, the delay control is performed, and the start position setting control is performed for the VVT 31 in parallel with the delay control. In this control flow, the delay time of the delay control is made constant at a predetermined delay time, while at the time of idle operation before receiving the engine stop signal according to the state of the engine 1, the range of the automatic transmission 2, or the like. Change the variable range of VVT31. This flow also shows control performed in cooperation by the engine controller 100, the automatic transmission controller 200, the brake controller 800, and the vehicle control unit 300 included in the control device A for the internal combustion engine.

  Specifically, in the flow of FIG. 5, in step S51 after the start, various signals are read, and in the subsequent step S52, it is determined whether or not the engine 1 is in an idle state. When not in the idle state (NO), the process returns to step S51. When in the idle state (YES), the process proceeds to step S53.

  In step S53, the VVT advance limit value is set according to the range of the automatic transmission 2, the engine speed, and the oil temperature. This is set according to the maps shown in FIGS. 6 and 4B. The map shown in FIG. 6 has basically the same characteristics as the map shown in FIG. That is, in the idle state, when the engine speed is low, the VVT advance limit value is set to be on the retard side than when it is high. As a result, when the engine speed is low, the maximum amount of movement relative to the starting position becomes relatively small, corresponding to the shortened time until the engine 1 stops.

  Thus, in the map shown in FIG. 6, when the automatic transmission 2 is in the travel range (see the broken line in FIG. 6), the advance limit value is greater than in the non-travel range (see the solid line in FIG. 6). Is set to the retard side. This is because when the automatic transmission 2 is in the travel range, the automatic transmission 2 is in a state where power can be transmitted, so the resistance to the rotation of the engine 1 is relatively high, and the engine 1 rotates and stops due to inertia. However, when the automatic transmission 2 is in the non-traveling range, the automatic transmission 2 is in a state in which power cannot be transmitted, so that the resistance to rotation of the engine 1 is relatively low. This is because it takes a relatively long time until the engine 1 rotates due to inertia and stops. In other words, when the automatic transmission 2 is in the travel range, the execution time of the start position setting control is relatively short. Therefore, the advance angle limit value is set to the retard angle side and the maximum amount of movement to the start position is reduced. On the other hand, when the automatic transmission 2 is in the non-traveling range, the execution time of the start position setting control is relatively long. Therefore, the advance angle limit value is set to the advance angle side, and the maximum position until the start position is reached. Increase the amount of movement.

  The advance limit value is also set according to the oil temperature, and this follows the map shown in FIG. That is, when the oil temperature of the engine 1 is equal to or lower than the predetermined high temperature Th, the lower the oil temperature of the engine 1, the more retarded. On the other hand, when the oil temperature of the engine is higher than the predetermined high temperature Th, the higher the oil temperature of the engine 1, the more retarded.

  If the VVT advance limit value is thus set in step S53, it is determined in subsequent step S54 whether the vehicle control unit 300 has received an engine stop signal from the IG-SW 71. When the engine stop signal has not been received, the process returns to step S51, and the idling operation is continued with the variable range of the VVT 31 being limited. On the other hand, when the engine stop signal is received (YES), the delay control is started. That is, in step S55, the delay timer T is set to a predetermined delay time. This delay time is constant regardless of the operating state of the engine 1, the range of the automatic transmission 2, and the like. The delay time may be about 1 second, for example. Then, by delaying the output of the engine stop signal from the vehicle control unit 300 to the engine controller 100, in step S56, the ignition is continuously turned on in order to continue fuel injection and ignition. It is determined whether or not elapses. If the delay time has not elapsed (NO), the process returns to step S56 to continue the delay control. On the other hand, when the delay time has elapsed (when YES), the routine proceeds to step S58, where an engine stop signal is output from the vehicle control unit 300 to the engine controller 100, and the engine controller 100 Stop ignition and turn off ignition. The start position setting control is performed during steps S55 to S58, and the VVT 31 moves to the start position until the engine 1 stops. As described above, in step S53, the variable range of the VVT 31 is changed corresponding to various states, so that the delay time is constant and the engine 1 is stopped after the engine stop signal is received. Although the time is substantially constant regardless of the state of the engine 1 or the state of the automatic transmission, the VVT 31 can be reliably moved and locked to the starting position.

  Thus, in the control flow shown in FIG. 5, the engine 1 is stopped while preventing the driver from feeling uncomfortable by always making the time from when the engine stop signal is received until the engine 1 stops almost constant. By this, it becomes possible to reliably move the VVT 31 to the starting position.

(Control device for internal combustion engine mounted on MT car)
FIG. 7 shows the overall configuration of a control device B for an internal combustion engine mounted on a so-called MT vehicle. Unlike the control device A shown in FIG. 1, the control device B includes a manual transmission 9 connected to the engine 1. In the control device B shown in FIG. 7, the same reference numerals are given to the same components as those of the control device A shown in FIG. 1, and description thereof will not be repeated basically.

  The manual transmission 9 includes a clutch mechanism 91 connected to the output shaft of the engine 1, and a gear mechanism 92 to which an output from the engine 1 is input via the clutch mechanism 91. The rotational power transmitted through is transmitted to the drive wheel 5 after being shifted. As the clutch mechanism 91 and the gear mechanism 92, well-known ones are used. For example, in this embodiment, the clutch mechanism 91 is configured as a mechanism including a flywheel integrally connected to the output shaft of the engine 1 and a clutch plate connected to the input shaft of the gear mechanism 92. . The clutch plate is driven to be connected to or released from the flywheel, thereby switching between a state where the rotational power from the engine 1 can be transmitted to the gear mechanism 92 and a state where it cannot be transmitted. The clutch mechanism 91 is released when the clutch pedal is depressed, and is engaged when the depression of the clutch pedal is released (that is, the clutch pedal is released). The gear mechanism 92 is configured as a mechanism including a plurality of gears having different gear ratios. The gear mechanism 92 switches, for example, six forward speeds and reverse speeds according to the operation position of the shift lever. When any one of the six forward speeds is selected by the driver, the manual transmission 9 is in a state where power can be transmitted so as to advance the vehicle between the engine 1 and the drive wheels 5, and the reverse speed is selected. When this occurs, the power can be transmitted so as to move the vehicle backward between the engine 1 and the drive wheels 5 (so-called gear-in state). When a so-called neutral is selected that does not correspond to any of the sixth forward speed and the reverse speed, the power cannot be transmitted between the engine 1 and the drive wheels 5. Whether or not the gear is in the neutral state is detected by the neutral sensor 78 and information related to the detection result is input to the engine controller 100.

  In the control device B, the engine controller 100 receives at least signals from the rotation sensor 72, the accelerator opening sensor 73, the vehicle speed sensor 74, the throttle opening sensor 75, and the oil temperature sensor 710, as shown in FIG. , Respectively. Further, a neutral detection signal from the neutral sensor 78 is also input to the engine controller 100. A signal from the IG-SW 71 is input to the vehicle control unit 300. The engine controller 100 and the vehicle control unit 300 are connected to each other via, for example, an in-vehicle network.

(Engine delay control in MT vehicles)
Next, engine delay control in the control device B for the internal combustion engine mounted on the MT vehicle will be described. The delay control in the MT vehicle is basically the same as the control flow shown in FIG. 2 or FIG. 5, but in the MT vehicle, in particular, it is avoided that the engine stalls or jumps out during the delay control. In this case, the flow is a control performed in cooperation by the engine controller 100 and the vehicle control unit 300 included in the control device B of the internal combustion engine.

  In the control flow shown in FIG. 2, step S23 is replaced with step S231 shown in FIG. In other words, in step S231 that has shifted to the engine 1 being in an idle state in step S22, it is determined based on the signal from the neutral sensor 78 whether or not the manual transmission 9 is neutral. If it is neutral, the process proceeds to step S24. When the manual transmission 9 is in the neutral position, even if the driver releases the depression of the clutch pedal during the delay control, the engine will not stall or pop out. Therefore, after proceeding to steps S24 to S28 and receiving an engine stop signal, the operation of the engine 1 is continued for a predetermined delay time, and then the engine 1 is stopped. As a result, the VVT 31 is reliably moved to the starting position.

  On the other hand, when it is determined in step S231 that the manual transmission 9 is not neutral, the process proceeds to step S30 to limit the variable range of the VVT 31. In the MT vehicle, there is no step corresponding to step S29 in FIG. When the manual transmission 9 is not neutral, the engine 1 is stopped without performing delay control when an engine stop signal is received. This is because, as described above, if the driver releases the clutch pedal during the delay control, there is a possibility that the engine stalls or jumps out. When the engine stalls, all warning lights on the meter panel are lit, giving the driver a feeling of strangeness. Therefore, when the manual transmission 9 is not neutral, the engine 1 is immediately stopped (that is, the process proceeds from S31 to S28 in the flow of FIG. 2).

  On the other hand, the variable range of the VVT 31 in the idling operation is limited in step S30 so that the VVT 31 surely moves to the starting position before the engine 1 stops. Thus, in the MT vehicle, it is possible to reliably move the VVT 31 to the starting position by the delay control while avoiding the occurrence of engine stall or popping out. In addition, the vehicle is prevented from starting.

  In the MT vehicle, step S53 in the control flow shown in FIG. 5 is replaced with step S531 shown in FIG. In other words, in step S531 where the engine 1 is in the idling state in step S52, the VVT advance angle limit value is set according to the engine speed and the oil temperature. This may be set based on, for example, a map as shown in FIGS. If the VVT advance angle limit value is set, the process proceeds to step S54 to wait for an engine stop signal. In this way, in the MT vehicle, similarly to the AT vehicle described above, the delay time is always kept constant, and the VVT 31 is reliably moved to the starting position while avoiding the uncomfortable feeling of the driver who performed the ignition off operation. Is possible.

  In the control flow shown in FIG. 2, it is determined in step S29 whether the NI control is being executed, the brake holding control, or the parking brake is in operation. In this step S29, the NI control is performed. One or two of the brake holding control and the parking brake may be determined.

  Moreover, each control flow shown to FIG.2,3,5 is an illustration, and it is possible to change the order of each step in the possible range. That is, the steps of these control flows do not limit the order of processing, and the processes included in this control flow may be performed in an arbitrary order and in parallel if possible.

A, B control device (control device for internal combustion engine)
1 engine (internal combustion engine)
100 Engine controller (stop control means)
2 Automatic transmission 300 Vehicle control unit (stop control means)
31 VVT (Valve phase variable mechanism)
5 Drive wheel 71 Ignition switch 9 Manual transmission

Claims (8)

An internal combustion engine;
A valve phase variable mechanism that is driven by hydraulic pressure supplied by the power of the internal combustion engine and can change the valve timing of the internal combustion engine within a predetermined variable range set in advance;
The valve timing is set to a start timing by driving the valve phase variable mechanism after the internal combustion engine in the idle state receives a stop command by an ignition switch operation and before the internal combustion engine stops. A stop control means,
The internal combustion engine is connected to drive wheels via an automatic transmission, and the automatic transmission includes a travel range in which the output of the internal combustion engine can be transmitted to the drive wheels and a non-travel range incapable of being transmitted. And are set,
The stop control means continues the operation of the internal combustion engine for a predetermined delay time after receiving the stop command when the automatic transmission is in the non-running range at the time of idling before receiving the stop command. Execute delay control to stop after
The stop control means also includes a variable range of the valve phase variable mechanism including the valve timing for starting when the automatic transmission is in the travel range at an idle time before receiving the stop command, and A control apparatus for an internal combustion engine that limits the internal combustion engine to be narrower than a predetermined variable range and stops the internal combustion engine without performing the delay control after receiving the stop command. The control apparatus for an internal combustion engine according to claim 1,
The stop control means, even when the range of the automatic transmission is in the travel range during the idling,
During the execution of neutral idle control to cut off the transmission of output in the automatic transmission,
During execution of brake holding control that holds brake pressure independent of brake pedal operation, or
A control device for an internal combustion engine, which does not limit the variable range of the valve phase variable mechanism when the parking brake is in operation, and executes the delay control after receiving the stop command. An internal combustion engine;
A valve phase variable mechanism that is driven by hydraulic pressure supplied by the power of the internal combustion engine and can change the valve timing of the internal combustion engine within a predetermined variable range set in advance;
The valve timing is set to a start timing by driving the valve phase variable mechanism after the internal combustion engine in the idle state receives a stop command by an ignition switch operation and before the internal combustion engine stops. A stop control means,
The internal combustion engine is connected to drive wheels via a manual transmission,
When the manual transmission is in a neutral state in which no gear stage is selected at the time of idling before receiving the stop command, the stop control means receives the stop command and then operates the internal combustion engine. Execute delay control to stop after continuing for a predetermined delay time,
The stop control means also has a variable range of the valve phase variable mechanism when the manual transmission is in a non-neutral state in which one of the gear positions is selected at the time of idling before receiving the stop command. A control apparatus for an internal combustion engine that includes the valve timing for starting and limits the internal combustion engine to be narrower than the predetermined variable range, and stops the internal combustion engine without performing the delay control after receiving the stop command. An internal combustion engine;
A valve phase variable mechanism that is driven by hydraulic pressure supplied by the power of the internal combustion engine and can change the valve timing of the internal combustion engine within a predetermined variable range set in advance;
The valve timing is set to a start timing by driving the valve phase variable mechanism after the internal combustion engine in the idle state receives a stop command by an ignition switch operation and before the internal combustion engine stops. A stop control means,
The stop control means, after receiving the stop command, performs delay control to stop the operation of the internal combustion engine after continuing the operation for a predetermined delay time, and after receiving the stop command, after the delay control Until the internal combustion engine stops, the valve phase variable mechanism is driven,
The stop control means also has a variable range of the valve phase variable mechanism according to an idle state before receiving the stop command so that the start valve timing is reached before the internal combustion engine stops. Control device for internal combustion engine to change The control apparatus for an internal combustion engine according to claim 4,
The control device for an internal combustion engine, wherein the stop control means narrows the variable range when the rotational speed of the internal combustion engine is low than when it is high. The control apparatus for an internal combustion engine according to claim 4 or 5,
The stop control means narrows the variable range as the oil temperature decreases when the oil temperature of the internal combustion engine is equal to or lower than a predetermined high temperature, and the oil temperature increases when the oil temperature is higher than the predetermined high temperature. A control apparatus for an internal combustion engine that narrows the variable range as the height increases. The control device for an internal combustion engine according to any one of claims 4 to 6,
The internal combustion engine is connected to drive wheels via an automatic transmission, and the automatic transmission includes a travel range in which the output of the internal combustion engine can be transmitted to the drive wheels and a non-travel range incapable of being transmitted. And are set,
The stop control means is a control device for an internal combustion engine that makes the variable range narrower when the automatic transmission is in the travel range than when it is in the non-travel range. The control apparatus for an internal combustion engine according to claim 7,
Even when the automatic transmission is in the travel range, the stop control means is configured to move the variable range to the non-travel when the automatic transmission is performing neutral idle control that cuts off output transmission. A control device for an internal combustion engine that is the same as when in range.

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