JP3456435B2 - Stop control device for internal combustion engine - Google Patents
Stop control device for internal combustion engineInfo
- Publication number
- JP3456435B2 JP3456435B2 JP04287599A JP4287599A JP3456435B2 JP 3456435 B2 JP3456435 B2 JP 3456435B2 JP 04287599 A JP04287599 A JP 04287599A JP 4287599 A JP4287599 A JP 4287599A JP 3456435 B2 JP3456435 B2 JP 3456435B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- stop
- internal combustion
- combustion engine
- stop control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
Description
【発明の詳細な説明】
【０００１】
【発明の属する技術分野】本発明は、内燃機関の停止制
御装置に関し、特に、内燃機関（エンジン）と電気モー
タとにより駆動力を得るハイブリッド車におけるエンジ
ンの停止制御に用いて好適である。
【０００２】
【従来の技術】近年、排気ガス性能の向上や燃費向上を
図るために、内燃機関（エンジン）と電気モータとによ
り駆動力を得るハイブリッド車が種々開発されている。
ハイブリッド車としては、電気モータにより駆動力を得
ると共にエンジンにより電気モータの電源となる電力を
発電する形式のものや、電気モータとエンジンとを併用
して駆動力を得るもの等がある。
【０００３】ハイブリッド車においては、電気モータで
のみで走行したり必要に応じてエンジンが駆動される種
々の運転モードを有し、走行中であってもエンジンの駆
動が停止される場合もある。走行中にエンジンの駆動が
停止される場合、エンジンの停止指令が出されると、エ
ンジンへの吸気が減らされると共に燃料が減らされ、エ
ンジンの回転速度が徐々に低下して最終的にエンジンが
停止するようになっている。
【０００４】
【発明が解決しようとする課題】従来のハイブリッド車
においては、エンジンが停止する場合に回転速度が徐々
に低下すると、エンジンのマウントと共振することがあ
った。ハイブリッド車で走行中にエンジンが停止する時
は、運転者が意図しない状態でエンジンが停止する場合
であり、このような場合に前記振動が生じると、運転者
に違和感を生じさせる虞があった。
【０００５】本発明は上記状況に鑑みてなされたもの
で、エンジンが停止する際の振動を低減することができ
る内燃機関の停止制御装置を提供することを目的とす
る。
【０００６】
【課題を解決するための手段】上記目的を達成するため
本発明では、判定手段により運転者の停止操作とは別に
内燃機関の停止条件が成立したことが判定されると、回
転速度増大手段により内燃機関の回転速度を増大させ、
回転速度が増大した後に閉操作手段によりスロットル弁
を閉方向に操作して吸気を絞り、吸気が絞られた後に停
止手段により内燃機関を停止し、内燃機関の停止時の振
動を抑制する。
【０００７】
【発明の実施の形態】図１には本発明の一実施形態例に
係る内燃機関の停止制御装置を備えたパラレルハイブリ
ッド車の概略構成、図２には停止制御装置のブロック構
成、図３には停止制御状況を表すタイムチャート、図４
には停止制御のフローチャートを示してある。
【０００８】尚、本実施形態例は、電気モータと内燃機
関（エンジン）とを併用して駆動力を得るパラレルハイ
ブリッド車を例に挙げて説明してあるが、電気モータに
より駆動力を得ると共にエンジンにより電気モータの電
源となる電力を発電するシリーズハイブリッド車や、停
止状態を検出してエンジンを停止させるアイドルストッ
プ車等、パラレルハイブリッド車以外のエンジンの停止
制御に本発明を適用することも可能である。
【０００９】図１に基づいてパラレルハイブリッド車の
概略構成を説明する。図に示すように、エンジン１の出
力軸２はクラッチ３を介して無段変速機(CVT) ４の入力
軸５につながっている。一方、無段変速機（CVT)４の入
力軸５には電気モータ／発電機（M/G)６が連結され、M/
G ６が電気モータとして作用する場合にはバッテリ７か
ら電力が供給され、M/G ６が発電機として作用する場合
にはバッテリ７の充電を行なう。CVT ４の出力軸８はデ
フ９を介して駆動輪１０側に連結されている。
【００１０】停止制御装置２０には、車両の総合的な制
御が実施される図示しない制御装置からエンジン１の停
止指令が入力されると共に、クラッチ３のオン・オフ信
号が入力される。停止制御装置２０にエンジン１の停止
指令が入力されると、後述するエンジン１の停止制御を
行なったのちにスロットル弁１１を閉動作させると共に
燃料噴射系１２への燃料供給の停止制御を行い、所定の
状態でエンジン１を停止させる。この時、クラッチ３の
オン・オフ状態が停止制御装置２０に入力される。
【００１１】上述したパラレルハイブリッド車において
は、クラッチ３のオン・オフ及びエンジン１の駆動制御
により、M/G ６のみでCVT ４の入力軸５に駆動力を伝達
して駆動輪１０側を駆動したり、必要に応じてエンジン
１を駆動してM/G ６とエンジン１を併用してCVT ４の入
力軸５に駆動力を伝達して駆動輪１０側を駆動する種々
の運転モードを有している。このため、走行中であって
もエンジン１の駆動が停止される運転モードがあり、走
行中にエンジン１の駆動が停止される場合、クラッチ３
がオフにされ、停止制御装置２０によりエンジン１の回
転速度を徐々に低下させてエンジン１を停止させるよう
になっている。この時、エンジン１の停止に伴う振動が
運転者に伝わらないように停止制御装置２０でエンジン
１の停止制御が実施されている。
【００１２】図２に基づいて停止制御装置２０を説明す
る。停止制御装置２０には、図示しない制御装置からエ
ンジン１の停止指令が入力されると、運転者の停止操作
（例えばイグニッションキーの操作）とは別にエンジン
１の停止条件が成立したかを判定する判定手段２１が備
えられている。判定手段２１により停止条件が成立した
ことが判定されると、判定信号が回転速度増大手段２２
に送られ、回転速度増大手段２２はエンジン１の停止指
令によって閉動作されているスロットル弁１１を開動作
させてエンジン１の回転速度を増大させる。
【００１３】回転速度増大手段２２によりスロットル弁
１１を開動作させた後、開動作信号がタイマ２４に入力
される。タイマ２４は回転速度増大手段２２によりスロ
ットル弁１１が開方向に操作されて所定時間が経過した
後、閉操作手段２３によりスロットル弁１１を閉方向に
操作すると共に、燃料噴射系１２へ燃料供給の停止指令
を出力してエンジン１を停止させる（停止手段）。
【００１４】尚、停止手段としては、燃料噴射系１２へ
燃料供給の停止指令を出力してエンジン１を停止させる
例を挙げて説明したが、点火を停止してエンジン１を停
止させることも可能である。
【００１５】図３、図４に基づいて停止制御装置２０に
よるエンジン１の具体的な停止制御を説明する。
【００１６】ステップＳ１でエンジン１の停止指令があ
ったか否かが判断され、エンジン１の停止指令があった
と判断された場合（図３中Ａ点）、ステップＳ２でスロ
ットル弁１１が閉じられて吸気量に応じて図示しない燃
料噴射弁を駆動させる電磁弁の駆動パルス幅が減少して
燃料が減らされる。また、判定手段２１により運転者の
停止操作とは別にエンジン１の停止条件が成立している
ことが判定され、ステップＳ３でクラッチ３がオフにな
っているか否かが判断される。
【００１７】運転者の停止操作とは別にエンジン１の停
止条件が成立してステップＳ３でクラッチ３がオフにな
っていると判断された場合（図３中Ｂ点）、ステップＳ
４でエンジン１の回転速度を所定回転速度まで上昇させ
る。即ち、回転速度増大手段２２によりスロットル弁１
１を開動作させてエンジン１の回転速度を増大させる
（図３中Ｃ点）。
【００１８】エンジン１の回転速度を所定回転速度まで
上昇させた後、ステップＳ５でタイマ２４のカウント値
ａ（エンジン１の停止指令がない場合に予め与えられて
いた初期値）を減算してａ＝(a-1) とする。タイマ２４
のカウント値ａを減算した後、ステップＳ６でタイマ２
４のカウント値が０になったか否かが判断され、カウン
ト値が０になったと判断された場合、即ち、エンジン１
の回転速度を所定回転速度まで上昇させて所定時間が経
過したと判断された場合（図３中Ｄ点）、ステップＳ７
で燃料供給を停止してエンジン１を停止させる。
【００１９】つまり、運転者の停止操作とは別にエンジ
ン１を停止させる場合に、エンジン１の回転速度を所定
時間が経過するまで上昇させることでエンジン１が吸気
する能力である吸込み能力を高め、その後スロットル弁
１１を閉動作することによって吸気量を絞る。その結
果、１サイクル当たりの吸気量をより少なくできる。こ
こで、１サイクル当たりの吸気量を少なくすれば、エン
ジン１の圧縮行程及び膨張行程での仕事変化を軽減する
ことになり、回転変動を抑えることができる。このた
め、エンジン１が停止する際の振動を抑制することがで
きる。
【００２０】一方、ステップＳ１でエンジン１の停止指
令がないと判断された場合、ステップＳ８でタイマ２４
のカウント値を初期値ａとしてリターンとされる。ま
た、ステップＳ３でクラッチ３がオフになっていないと
判断された場合及びステップＳ６でタイマ２４のカウン
ト値が０になっていないと判断された場合、リターンと
される。
【００２１】上述した停止制御装置２０を備えたパラレ
ルハイブリッド車では、運転者の停止操作とは別にエン
ジン１の停止条件が成立してエンジン１を停止させる場
合、例えば運転者のキー操作とは別にエンジン１を停止
させてM/G ６のみでCVT ４の入力軸５に駆動力を伝達し
て駆動輪１０側を駆動する場合、所定時間の間エンジン
１の回転速度を上昇させて負圧が確保され、吸気が絞ら
れた後にエンジン１が停止するようになっている。この
ため、駆動源がM/G ６のみに切り換わる時にエンジン１
が停止する場合等、運転者が意図しない状態でエンジン
１が停止する場合に振動を低減して違和感をなくすこと
ができ、走行中の運転者に不快感を与える虞がない。
【００２２】尚、上述の実施形態例では、エンジン１の
回転速度が上昇した後にスロットル弁１１を閉動作させ
ているが、エンジン１がスロットル弁１１をバイパスす
るバイパス弁や排気ガスを吸気系に還流するＥＧＲ弁等
の二次空気供給弁を備える場合は、それらの弁をスロッ
トル弁１１の閉動作に応じて閉動作させれば、より一層
１サイクル当たりの吸気量を少なくすることが可能にな
り、エンジン１の停止時の振動を一層低減することが可
能になる。
【００２３】
【発明の効果】本発明の内燃機関の停止制御装置は、運
転者の停止操作とは別に内燃機関の停止条件が成立して
内燃機関を停止させる場合、回転速度増大手段により所
定時間の間内燃機関の回転速度を増大し、回転速度が増
大した後に閉操作手段によりスロットル弁を閉方向に操
作して負圧を確保し、吸気が絞られた後に停止手段によ
って内燃機関を停止するするようにしたので、内燃機関
の停止時の振動を抑制することができる。この結果、運
転者が意図しない状態で内燃機関が停止する場合に振動
を低減することができ、走行中の運転者に不快感を与え
る虞がない。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stop control apparatus for an internal combustion engine, and more particularly to a stop control apparatus for a hybrid vehicle that obtains driving force by an internal combustion engine (engine) and an electric motor. It is suitable for use in stop control. 2. Description of the Related Art In recent years, in order to improve exhaust gas performance and fuel efficiency, various hybrid vehicles that obtain a driving force by an internal combustion engine and an electric motor have been developed.
As a hybrid vehicle, there are a type in which a driving force is obtained by an electric motor and an engine generates electric power to be a power source of the electric motor, and a type in which a driving force is obtained by using an electric motor and an engine together. [0003] A hybrid vehicle has various operation modes in which the vehicle is driven only by an electric motor or the engine is driven as needed, and the driving of the engine may be stopped even during traveling. When the driving of the engine is stopped during driving, when the engine stop command is issued, the intake air to the engine is reduced and the fuel is reduced, the engine speed gradually decreases and the engine finally stops It is supposed to. [0004] In a conventional hybrid vehicle, if the rotation speed gradually decreases when the engine is stopped, resonance may occur with the mount of the engine. When the engine is stopped while traveling in a hybrid vehicle, the engine is stopped in a state not intended by the driver. In such a case, the vibration may cause the driver to feel uncomfortable. . The present invention has been made in view of the above circumstances, and has as its object to provide an internal combustion engine stop control device that can reduce vibration when the engine stops. In order to achieve the above object, according to the present invention, when the determination means determines that the stop condition of the internal combustion engine is satisfied separately from the stop operation of the driver, the rotation speed is determined. Increasing the rotation speed of the internal combustion engine by the increasing means,
After the rotation speed has increased, the closing operation means operates the throttle valve in the closing direction to narrow the intake air, and after the intake air has been throttled, stops the internal combustion engine by the stop means, thereby suppressing vibration when the internal combustion engine is stopped. FIG. 1 is a schematic configuration of a parallel hybrid vehicle equipped with an internal combustion engine stop control device according to an embodiment of the present invention. FIG. 2 is a block configuration of the stop control device. FIG. 3 is a time chart showing a stop control situation, and FIG.
Shows a flowchart of the stop control. In this embodiment, a parallel hybrid vehicle that obtains a driving force by using an electric motor and an internal combustion engine (engine) in combination is described as an example. The present invention can also be applied to stop control of engines other than parallel hybrid vehicles, such as a series hybrid vehicle that generates electric power serving as a power source of an electric motor by an engine, and an idle stop vehicle that detects a stop state and stops the engine. It is. A schematic configuration of a parallel hybrid vehicle will be described with reference to FIG. As shown in the figure, an output shaft 2 of the engine 1 is connected to an input shaft 5 of a continuously variable transmission (CVT) 4 via a clutch 3. On the other hand, an electric motor / generator (M / G) 6 is connected to the input shaft 5 of the continuously variable transmission (CVT) 4,
When the G 6 operates as an electric motor, power is supplied from the battery 7, and when the M / G 6 operates as a generator, the battery 7 is charged. The output shaft 8 of the CVT 4 is connected to a drive wheel 10 via a differential 9. The stop control device 20 receives a command to stop the engine 1 and a signal for turning on and off the clutch 3 from a control device (not shown) that performs comprehensive control of the vehicle. When a stop command for the engine 1 is input to the stop control device 20, after performing the stop control of the engine 1 described later, the throttle valve 11 is closed and the stop control of the fuel supply to the fuel injection system 12 is performed. The engine 1 is stopped in a predetermined state. At this time, the on / off state of the clutch 3 is input to the stop control device 20. In the above-described parallel hybrid vehicle, the driving force is transmitted to the input shaft 5 of the CVT 4 only by the M / G 6 to drive the driving wheels 10 by turning on / off the clutch 3 and controlling the driving of the engine 1. There are various operation modes in which the engine 1 is driven as necessary, and the driving force is transmitted to the input shaft 5 of the CVT 4 by using the M / G 6 and the engine 1 in combination to drive the drive wheels 10. are doing. For this reason, there is an operation mode in which the driving of the engine 1 is stopped even while the vehicle is traveling.
Is turned off, and the stop control device 20 gradually lowers the rotation speed of the engine 1 to stop the engine 1. At this time, the stop control of the engine 1 is performed by the stop control device 20 so that the vibration accompanying the stop of the engine 1 is not transmitted to the driver. The stop control device 20 will be described with reference to FIG. When a stop command for the engine 1 is input to the stop control device 20 from a control device (not shown), it is determined whether or not a stop condition of the engine 1 is satisfied independently of a driver's stop operation (for example, operation of an ignition key). A determination unit 21 is provided. When the determining means 21 determines that the stop condition is satisfied, the determination signal is transmitted to the rotation speed increasing means 22.
The rotation speed increasing means 22 increases the rotation speed of the engine 1 by opening the throttle valve 11 that is closed in response to the stop command of the engine 1. After the throttle valve 11 is opened by the rotation speed increasing means 22, an opening operation signal is input to the timer 24. The timer 24 operates the throttle valve 11 in the closing direction by the closing operation means 23 after a predetermined time has elapsed since the throttle valve 11 is operated in the opening direction by the rotation speed increasing means 22, and supplies the fuel to the fuel injection system 12. A stop command is output to stop the engine 1 (stop means). The stop means has been described with an example in which the engine 1 is stopped by outputting a fuel supply stop command to the fuel injection system 12. However, it is also possible to stop the engine 1 by stopping ignition. It is. A specific stop control of the engine 1 by the stop control device 20 will be described with reference to FIGS. In step S1, it is determined whether or not a stop command for the engine 1 has been issued. If it is determined that a stop command for the engine 1 has been received (point A in FIG. 3), the throttle valve 11 is closed in step S2 to take the intake air. The drive pulse width of the solenoid valve for driving the fuel injection valve (not shown) is reduced according to the amount, and the fuel is reduced. In addition, the determination means 21 determines that the stop condition of the engine 1 is satisfied independently of the driver's stop operation, and determines in step S3 whether the clutch 3 is off. If the condition for stopping the engine 1 is satisfied and the clutch 3 is determined to be off in step S3 (point B in FIG. 3) separately from the driver's stopping operation (step B in FIG. 3).
In step 4, the rotation speed of the engine 1 is increased to a predetermined rotation speed. That is, the rotation speed increasing means 22 causes the throttle valve 1
1 is opened to increase the rotation speed of the engine 1 (point C in FIG. 3). After increasing the rotation speed of the engine 1 to a predetermined rotation speed, the count value a of the timer 24 (an initial value given in advance when there is no command to stop the engine 1) is subtracted at step S5. = (A-1). Timer 24
After the count value a of the timer 2 is subtracted, the timer 2
It is determined whether or not the count value of the engine 4 has become 0, that is, if it is determined that the count value has become 0, that is, the engine 1
If it is determined that the predetermined time has elapsed since the rotation speed of the motor was increased to the predetermined rotation speed (point D in FIG. 3), step S7 is performed.
To stop the fuel supply and stop the engine 1. That is, when the engine 1 is stopped separately from the driver's stop operation, the suction speed, which is the ability of the engine 1 to intake air, is increased by increasing the rotation speed of the engine 1 until a predetermined time elapses. Thereafter, the amount of intake air is reduced by closing the throttle valve 11. As a result, the amount of intake air per cycle can be reduced. Here, if the amount of intake air per cycle is reduced, work change in the compression stroke and the expansion stroke of the engine 1 is reduced, and rotation fluctuation can be suppressed. For this reason, vibration when the engine 1 stops can be suppressed. On the other hand, when it is determined in step S1 that there is no command to stop the engine 1, in step S8, the timer 24 is stopped.
Is returned as an initial value a. If it is determined in step S3 that the clutch 3 has not been turned off, or if it is determined in step S6 that the count value of the timer 24 has not become 0, the routine is returned. In the parallel hybrid vehicle provided with the above-described stop control device 20, when the engine 1 is stopped by satisfying the stop condition of the engine 1 separately from the driver's stop operation, for example, separately from the driver's key operation. When the engine 1 is stopped and the driving force is transmitted to the input shaft 5 of the CVT 4 only by the M / G 6 to drive the driving wheels 10, the rotation speed of the engine 1 is increased for a predetermined time to reduce the negative pressure. The engine 1 is stopped after the intake air is throttled. Therefore, when the drive source is switched to M / G 6 only, the engine 1
When the engine 1 stops in a state that the driver does not intend, for example, when the vehicle stops, the vibration can be reduced to eliminate a sense of incongruity, and there is no possibility that the driver who is traveling will feel uncomfortable. In the above-described embodiment, the throttle valve 11 is closed after the rotation speed of the engine 1 increases. However, the engine 1 supplies a bypass valve for bypassing the throttle valve 11 and exhaust gas to the intake system. When a secondary air supply valve such as a recirculating EGR valve is provided, if these valves are closed in accordance with the closing operation of the throttle valve 11, the intake air amount per cycle can be further reduced. Therefore, it is possible to further reduce the vibration when the engine 1 is stopped. The stop control apparatus for an internal combustion engine according to the present invention, when a stop condition of the internal combustion engine is satisfied and the internal combustion engine is stopped separately from the stop operation of the driver, the internal combustion engine is stopped by the rotation speed increasing means for a predetermined time. During the period, the rotation speed of the internal combustion engine is increased, and after the rotation speed is increased, the throttle valve is operated in the closing direction by the closing operation means to secure a negative pressure, and after the intake air is throttled, the internal combustion engine is stopped by the stop means. As a result, vibration when the internal combustion engine is stopped can be suppressed. As a result, the vibration can be reduced when the internal combustion engine is stopped in a state not intended by the driver, and there is no possibility that the traveling driver will feel uncomfortable.
【図面の簡単な説明】
【図１】本発明の一実施形態例に係る内燃機関の停止制
御装置を備えたパラレルハイブリッド車の概略構成図。
【図２】停止制御装置のブロック構成図。
【図３】停止制御状況を表すタイムチャート。
【図４】停止制御のフローチャート。
【符号の説明】
１ エンジン
３ クラッチ
４ 無段変速機(CVT)
６ 電気モータ／発電機(M/G)
１１ スロットル弁
１２ 燃料噴射系
２０ 停止制御装置
２１ 判定手段
２２ 回転速度増大手段
２３ 閉操作手段
２４ タイマBRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram of a parallel hybrid vehicle including an internal combustion engine stop control device according to an embodiment of the present invention. FIG. 2 is a block diagram of a stop control device. FIG. 3 is a time chart showing a stop control situation. FIG. 4 is a flowchart of stop control. [Description of Signs] 1 Engine 3 Clutch 4 Continuously Variable Transmission (CVT) 6 Electric Motor / Generator (M / G) 11 Throttle Valve 12 Fuel Injection System 20 Stop Control Device 21 Judgment Means 22 Rotation Speed Increasing Means 23 Closing Operation Means 24 Timer
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｆ０２Ｄ 17/00 Ｆ０２Ｄ 17/00 Ｑ Ｂ６０Ｋ 6/04 ＺＨＶ (56)参考文献 特開 平10−82332（ＪＰ，Ａ) 特開 平９−32707（ＪＰ，Ａ) 特開 平９−68052（ＪＰ，Ａ) 特開 平８−126115（ＪＰ，Ａ) 特開 昭64−41624（ＪＰ，Ａ) 特開 昭60−201032（ＪＰ，Ａ) 特開 昭59−15645（ＪＰ，Ａ) 特開 昭58−131339（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02D 9/00 - 41/40 B60L 11/00 - 11/18 ──────────────────────────────────────────────────続 き Continuation of front page (51) Int.Cl. 7 Identification code FI F02D 17/00 F02D 17/00 Q B60K 6/04 ZHV (56) References JP-A-10-82332 (JP, A) JP JP-A-9-32707 (JP, A) JP-A-9-68052 (JP, A) JP-A 8-126115 (JP, A) JP-A 64-41624 (JP, A) JP-A 60-201032 (JP) , A) JP-A-59-15645 (JP, A) JP-A-58-131339 (JP, A) (58) Fields investigated (Int. Cl. 7 , DB name) F02D 9/00-41/40 B60L 11/00-11/18
Claims (1)
止条件が成立したかを判定する判定手段と、 該判定手段により停止条件が成立したことが判定される
と内燃機関の回転速度を増大させる回転速度増大手段
と、 回転速度が増大した後にスロットル弁を閉方向に操作す
る閉操作手段と、 該閉操作手段によりスロットル弁が閉方向に操作された
後に内燃機関を停止する停止手段とを備えたことを特徴
とする内燃機関の停止制御装置。(57) [Claims] [Claim 1] Judgment means for judging whether a stop condition of an internal combustion engine has been satisfied separately from a driver's stop operation, and judgment that the stop condition has been satisfied by the judgment means A rotation speed increasing means for increasing the rotation speed of the internal combustion engine, a closing operation means for operating the throttle valve in the closing direction after the rotation speed is increased, and a throttle valve being operated in the closing direction by the closing operation means. A stop control device for an internal combustion engine, comprising: stop means for stopping the internal combustion engine later.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04287599A JP3456435B2 (en) | 1999-02-22 | 1999-02-22 | Stop control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP04287599A JP3456435B2 (en) | 1999-02-22 | 1999-02-22 | Stop control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000240483A JP2000240483A (en) | 2000-09-05 |
| JP3456435B2 true JP3456435B2 (en) | 2003-10-14 |
Family
ID=12648227
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP04287599A Expired - Lifetime JP3456435B2 (en) | 1999-02-22 | 1999-02-22 | Stop control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3456435B2 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006200385A (en) * | 2005-01-18 | 2006-08-03 | Nissan Motor Co Ltd | Starter of internal combustion engine |
| JP4544300B2 (en) | 2007-12-25 | 2010-09-15 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| JP6245448B2 (en) * | 2014-09-29 | 2017-12-13 | マツダ株式会社 | Engine control device |
| DE102016001832B4 (en) * | 2016-02-17 | 2018-12-20 | Audi Ag | Method for operating an internal combustion engine and corresponding internal combustion engine |
| EP3725612A4 (en) * | 2017-12-15 | 2020-12-16 | Nissan Motor Co., Ltd. | Electric device and method for controlling electric device |
-
1999
- 1999-02-22 JP JP04287599A patent/JP3456435B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2000240483A (en) | 2000-09-05 |
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