JP4161644B2 - Internal combustion engine operation stop rotation control method and internal combustion engine operation stop rotation control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an internal combustion engine operation stop rotation control method for executing rotation control of an internal combustion engine by rotational drive torque from another drive source in an operation stop state of the internal combustion engine. as well as Rotation control device for internal combustion engine shutdown In place Related.
[0002]
[Prior art]
Conventionally, in an internal combustion engine for a vehicle, an economy running system (hereinafter referred to as “eco-run system”) is performed. This eco-run system automatically stops the operation of the internal combustion engine when the vehicle stops running at an intersection or the like for the purpose of improving fuel economy, and also starts the vehicle by automatically starting the internal combustion engine by rotating the electric motor during start operation. It is an automatic stop start system that makes it possible.
[0003]
However, such an automatic stop of the operation of the internal combustion engine is a stop that the driver is not aware of, and thus vibrations caused by the stop of the operation of the internal combustion engine may give the driver a sense of incongruity.
[0004]
[Problems to be solved by the invention]
A system for suppressing such vibrations when the internal combustion engine is stopped, for example, suppressing vibrations in a resonance frequency range is known (Japanese Patent Laid-Open No. 2001-41072). In this system, the output torque is reduced before reaching the rotational speed in the resonance frequency range, and then the internal combustion engine is stopped and the idle rotational speed control valve is closed to reduce the intake air amount. The vibration in the resonance frequency range is suppressed by reducing the frequency to the resonance frequency range quickly. It is also conceivable to execute such a rapid reduction process of the rotational speed by applying a torque in the negative direction (the direction opposite to the rotational direction of the internal combustion engine) to the internal combustion engine by another device such as a motor generator.
[0005]
However, in any case, since the resonance frequency region passes, vibration suppression is not sufficient with the method described above. Furthermore, since the rapid deceleration is performed to stop the internal combustion engine, there is a problem that the vibration when the rotation of the internal combustion engine stops increases. For this reason, further vibration suppression is required.
[0006]
An object of the present invention is to suppress vibration when stopping the rotation of the internal combustion engine when executing the rotation control of the internal combustion engine with the rotational drive torque from another drive source in the operation stop state of the internal combustion engine. It is.
[0007]
[Means for Solving the Problems]
In the following, means for achieving the above object and its effects are described.
The internal combustion engine operation stop rotation control method according to claim 1 is provided in an internal combustion engine operation stop state. Torque drive source that inputs rotational drive torque to the crankshaft of the engine An internal combustion engine operation stop rotation control method for executing the rotation control of the internal combustion engine according to claim 1, wherein in the process of stopping the rotation of the internal combustion engine, torque Vibration is reduced by intermittently or periodically outputting a rotational drive torque in the positive direction from the drive source.
[0008]
Originally, when the internal combustion engine rotates, friction fluctuations occur. In particular, in the rotation of the internal combustion engine when the operation of the internal combustion engine is stopped, the rotational pulsation due to the friction fluctuation becomes large. In the present invention torque An intermittent output in which the positive rotational drive torque from the drive source is output at intervals or a periodic output that is repeated without intervals is executed. As a result, the rotational pulsation can be reduced by changing the rotational pulsation cycle of the internal combustion engine, or by superimposing the increase of the friction and the output of the rotational drive torque in the positive direction. Here, the positive direction means the same direction as the rotational direction of the internal combustion engine.
[0009]
In this way, the resonance is less likely to occur by changing the rotation pulsation period, or the resonance itself is reduced by reducing the rotation pulsation, so that the vibration in the operation stop state of the internal combustion engine can be suppressed. .
[0010]
According to a second aspect of the present invention, there is provided a rotation control method for an internal combustion engine when the operation is stopped. Torque drive source that inputs rotational drive torque to the crankshaft of the engine An internal combustion engine operation stop rotation control method for executing the rotation control of the internal combustion engine according to claim 1, wherein in the process of stopping the rotation of the internal combustion engine, torque It is characterized by slowing down the rotational speed of the internal combustion engine by outputting a positive rotational drive torque from the drive source, and reducing vibration by increasing the rotational drive torque intermittently or periodically. To do.
[0011]
When the rotational speed of the internal combustion engine is rapidly reduced, vibration may be generated at the time of starting deceleration or stopping rotation. Therefore, in the present invention, torque By outputting the rotational drive torque in the positive direction from the drive source, the decrease in the rotational speed of the internal combustion engine is slowed down. As a result, the change in speed at the start of deceleration or at the time of stopping rotation is reduced, and vibration at the time when the rotational speed is reduced can be suppressed.
[0012]
Furthermore, in the present invention, in order to suppress the rotational pulsation caused by the friction fluctuation when the internal combustion engine rotates as described in claim 1, torque An intermittent increase that increases the rotation drive torque in the positive direction from the drive source at intervals, or a periodic increase that repeats without interval is executed. As a result, the rotational pulsation can be reduced by changing the rotational pulsation cycle of the internal combustion engine, or by superimposing the increase of the friction and the output of the rotational drive torque in the positive direction.
[0013]
In this way, the resonance is less likely to occur by changing the rotation pulsation period, or the resonance itself is reduced by reducing the rotation pulsation, so that the vibration in the operation stop state of the internal combustion engine can be suppressed. .
[0014]
Therefore, it is possible to more effectively suppress vibration when stopping the rotation of the internal combustion engine.
In the rotation control method at the time of internal combustion engine operation stop according to claim 3, in claim 1 or 2, the intermittent or periodic output of the rotational drive torque, or the intermittent or periodic increase of the rotational drive torque, It is characterized by being executed corresponding to a period in which the friction of the internal combustion engine increases.
[0015]
In this way, by intermittently or periodically outputting the rotational drive torque or intermittently or periodically increasing the rotational drive torque corresponding to the period in which the friction of the internal combustion engine increases, the rotational pulsation can be effectively performed. Therefore, vibration suppression is more effective.
[0016]
In the rotation control method at the time of internal combustion engine operation stop according to claim 4, the intermittent or periodic output of the rotational drive torque or the intermittent or periodic increase of the rotational drive torque in claim 1 or 2, It is characterized by being executed at intervals or periods different from the frictional fluctuation period of the internal combustion engine.
[0017]
As described above, the interval between intermittent output and intermittent increase of the rotational drive torque, or the periodic output and periodic increase of the rotational drive torque is made different from the friction fluctuation cycle of the internal combustion engine. The rotation pulsation period can be changed. This makes it difficult to cause resonance in a region where resonance occurs when no countermeasure is taken.
[0018]
In the internal combustion engine operation stop rotation control method according to claim 5, any one of claims 1-4. One paragraph In the above, the intermittent or periodic output of the positive direction rotational drive torque or the intermittent or periodic increase of the positive direction rotational drive torque is from the stop of the operation of the internal combustion engine until the rotation of the internal combustion engine stops. Between First Executed in the vibration suppression execution area, A second vibration suppression execution region that is provided between the stop of the operation of the internal combustion engine and the rotation of the internal combustion engine is stopped and passes before the first vibration suppression execution region. Then, said torque Vibration is reduced by intermittently or periodically outputting positive and negative rotational drive torques from a drive source.
[0019]
In the entire period from the stop of the operation of the internal combustion engine to the stop of the rotation of the internal combustion engine or in the entire rotation speed range, torque There is no need to perform intermittent or periodic output of the positive rotational drive torque from the drive source, or intermittent or periodic increase of the positive rotational drive torque, especially in a region effective for vibration suppression. Just do it. Therefore, depending on the rotational speed state since the internal combustion engine stopped First A vibration suppression execution area is provided, and in this vibration suppression execution area torque An intermittent or periodic output of the rotational drive torque in the positive direction from the drive source or an intermittent or periodic increase in the rotational drive torque in the positive direction is performed. And in the process of stopping the rotation of the internal combustion engine Second vibration suppression execution area Then torque Vibration is reduced by intermittently or periodically outputting positive and negative rotational drive torques from the drive source. This effectively suppresses vibrations torque Energy consumption at the drive source can be suppressed.
[0020]
In the internal combustion engine operation stop rotation control method according to claim 6, in claim 5, The first vibration suppression execution region and the second vibration suppression execution region Is set in a region from the reference rotational speed set immediately before the rotation of the internal combustion engine stops to the rotation stop of the internal combustion engine.
[0021]
When the rotation speed of the internal combustion engine is high immediately before the rotation of the internal combustion engine is stopped, the rotation is stopped due to a rapid decrease in the rotation speed, so that vibration is likely to occur when the rotation stops. For this reason First vibration suppression execution region and second vibration suppression execution region Is set in the region from the reference rotational speed set just before the rotation of the internal combustion engine stops to the rotation stop of the internal combustion engine, so that the rotation pulsation can be effectively suppressed. It does not increase vibrations repeatedly. In particular, torque By applying the positive rotational drive torque from the drive source, the decrease in the rotational speed of the internal combustion engine becomes slower than when no positive rotational drive torque is applied, so vibration can be effectively suppressed. .
[0022]
In the internal combustion engine operation stop rotation control method according to claim 7, in claim 5, The first vibration suppression execution region or the second vibration suppression execution region Includes an internal combustion engine resonance speed range.
[0023]
In particular, vibrations are likely to occur due to rotational pulsation when the rotational speed of the internal combustion engine exists in the internal combustion engine resonance rotational speed range. For this reason, at least in a period in which the rotational speed of the internal combustion engine passes through the internal combustion engine resonance rotational speed range, torque While intermittently or periodically outputting positive rotational drive torque from the drive source or performing intermittent or periodic increase, vibration is effectively suppressed. torque Energy consumption at the drive source can be suppressed.
[0024]
In the internal combustion engine operation stop rotation control method according to claim 8, any one of claims 1 to 7. One paragraph In the above, the intermittent or periodic output of the rotational drive torque or the intermittent or periodic increase of the rotational drive torque is performed according to the rotational angle of the internal combustion engine.
[0025]
Friction fluctuations of an internal combustion engine mainly depend on stroke changes. Therefore, depending on the rotation angle of the internal combustion engine, vibration is more effectively performed by intermittently or periodically outputting the rotational drive torque in the positive direction, or by intermittently or periodically increasing the rotational drive torque in the positive direction. Can be suppressed.
[0026]
In the rotation control method at the time of an internal combustion engine operation stop according to claim 9, any one of claims 1 to 8. One paragraph The output command timing for intermittent or periodic output of the rotational drive torque or for intermittent or periodic increase of the rotational drive torque is set according to the rotational speed of the internal combustion engine. And
[0027]
torque Even if an output command for intermittent or periodic output of the rotational drive torque in the positive direction or intermittent or periodic increase of the rotational drive torque in the positive direction is executed to the drive source, There is a response delay before the desired rotational drive torque is transmitted to the output shaft of the internal combustion engine.
[0028]
This response delay is substantially constant in time, but the appearance of friction fluctuations in the internal combustion engine becomes faster or slower depending on the rotational speed of the internal combustion engine. Therefore, by setting the output command timing in accordance with the rotational speed of the internal combustion engine, it is possible to appropriately cope with friction fluctuations and effectively suppress vibration.
[0029]
In the rotation control method at the time of the internal combustion engine operation stop according to claim 10, any one of claims 1 to 9. One paragraph In the region where the intermittent or periodic output of the positive direction rotational drive torque or the intermittent or periodic increase of the positive direction rotational drive torque is executed in the process of stopping the rotation of the internal combustion engine, torque When the internal combustion engine stops without applying positive rotational drive torque from the drive source Reduce the speed at which the internal combustion engine speed decreases It is characterized by that.
[0030]
in this way torque By outputting positive rotational drive torque from the drive source, especially in the process of stopping the rotation of the internal combustion engine, torque Than when no positive rotational drive torque from the drive source is applied Speed at which the speed of the internal combustion engine decreases Is made smaller. For this reason, the rotation speed change at the time of a rotation stop can be made small, and the vibration at the time of a rotation stop can be suppressed.
[0031]
In the internal combustion engine operation stop rotation control method according to claim 11, according to claim 10, Speed at which the speed of the internal combustion engine decreases Is maintained almost constant.
Rotational speed The rate at which Because vibration also occurs due to changes in the The rate at which By maintaining the substantially constant, vibration can be further suppressed.
[0032]
In the internal combustion engine operation stop rotation control method according to claim 12, any one of claims 1 to 11. One paragraph In the process of stopping the rotation of the internal combustion engine, Torque A holding period is provided in which the rotation speed of the internal combustion engine whose operation has been stopped by the positive rotational drive torque from the drive source is maintained at the holding rotation speed.
[0033]
The rotational speed of the internal combustion engine that has stopped operating torque By maintaining the rotation speed at the output of the drive source, the cylinder air pressure of the internal combustion engine is greatly reduced. When the cylinder air pressure is greatly reduced in this way, the pressure fluctuation in the combustion chamber due to the rotation of the internal combustion engine is reduced, and the friction fluctuation is also reduced. For this reason torque The vibration can be further reduced by intermittent or periodic output of the rotational drive torque by the drive source or by intermittent or periodic increase of the rotational drive torque.
[0034]
In the internal combustion engine operation stop rotation control method according to claim 13, any one of claims 1 to 12. One paragraph In the above torque The drive source is an electric motor.
torque An example of the drive source is an electric motor. The output of the rotational drive torque can be adjusted with high accuracy by current control, and vibration can be effectively suppressed.
[0035]
According to a fourteenth aspect of the present invention, in the internal combustion engine operation stop rotation control method according to the thirteenth aspect, the electric motor is a motor generator that also serves as a generator.
[0036]
As the electric motor, the motor generator can be used and can also be used as a generator. Therefore, it can be used for the purpose of recovering rotational energy when the internal combustion engine speed is reduced or after the internal combustion engine is stopped, and further improve fuel efficiency. You can also.
[0037]
The internal combustion engine shutdown rotation control device according to claim 15 is the operation stop state of the internal combustion engine. Torque drive source that inputs rotational drive torque to the crankshaft of the engine In the internal combustion engine operation stop rotation control device for executing the rotation control of the internal combustion engine according to the above, in the process in which the internal combustion engine stops rotating, torque Adjusting the rotational drive torque output of the drive source to torque Rotational drive torque output adjusting means for reducing vibration by intermittently or periodically outputting positive rotational drive torque from a drive source is provided.
[0038]
Originally, when the internal combustion engine rotates, friction fluctuations occur. In particular, in the rotation of the internal combustion engine when the operation of the internal combustion engine is stopped, the rotational pulsation due to the friction fluctuation becomes large. In the present invention, the rotational drive torque output adjusting means is torque An intermittent output in which the positive rotational drive torque from the drive source is output at intervals, or a periodic output that is repeated without intervals is executed. As a result, the rotational drive torque output adjusting means can reduce the rotational pulsation by changing the rotational pulsation cycle of the internal combustion engine or by overlapping the increase of the friction and the forward rotational drive torque output. it can.
[0039]
In this way, the resonance is less likely to occur by changing the rotation pulsation period, or the resonance itself is reduced by reducing the rotation pulsation, so that the vibration in the operation stop state of the internal combustion engine can be suppressed. .
[0040]
The internal combustion engine shutdown rotation control device according to claim 16 is provided in an internal combustion engine shutdown state. Torque drive source that inputs rotational drive torque to the crankshaft of the engine The internal combustion engine operation stop rotation control device for executing the rotation control of the internal combustion engine according to the above, in the process of stopping the rotation of the internal combustion engine, torque Rotational drive torque output adjustment that adjusts the rotational drive torque output in the positive direction of the drive source to slow down the rotational speed reduction of the internal combustion engine and reduce vibration by increasing the rotational drive torque intermittently or periodically Means are provided.
[0041]
When the rotational speed of the internal combustion engine is rapidly reduced, vibration may be generated at the time of starting deceleration or stopping rotation. Therefore, in the present invention, the rotational drive torque output adjusting means is torque By outputting the rotational drive torque in the positive direction from the drive source, the decrease in the rotational speed of the internal combustion engine is slowed down. As a result, the change in speed at the start of deceleration or at the time of stopping rotation is reduced, and vibration at the time when the rotational speed is reduced can be suppressed.
[0042]
Further, in the present invention, in order to suppress the rotational pulsation caused by the friction variation when the internal combustion engine rotates as described in claim 15, the rotational drive torque output adjusting means includes: torque An intermittent increase that increases the rotation drive torque in the positive direction from the drive source at intervals, or a periodic increase that repeats without interval is executed. As a result, the rotational pulsation can be reduced by changing the rotational pulsation cycle of the internal combustion engine, or by superimposing the increase of the friction and the output of the rotational drive torque in the positive direction.
[0043]
In this way, the resonance is less likely to occur by changing the rotation pulsation period, or the resonance itself is reduced by reducing the rotation pulsation, so that the vibration in the operation stop state of the internal combustion engine can be suppressed. .
[0044]
Therefore, it is possible to more effectively suppress vibration when stopping the rotation of the internal combustion engine.
According to a seventeenth aspect of the present invention, the internal combustion engine stoppage rotation control device according to the fifteenth or sixteenth aspect further comprises friction increasing period detecting means for detecting a period during which the friction of the internal combustion engine increases, , The intermittent or periodic output of the rotational drive torque, or the intermittent or periodic increase of the rotational drive torque corresponds to a period during which the friction of the internal combustion engine detected by the friction increase period detecting means increases. It is characterized by executing.
[0045]
Thus, the rotational drive torque output adjusting means outputs intermittent or periodic output of rotational drive torque or rotational drive torque corresponding to the period during which the friction of the internal combustion engine detected by the friction increase period detection means increases. Perform an intermittent or periodic increase of As a result, the rotational pulsation can be effectively suppressed, so that vibration suppression is more effective.
[0046]
In the internal combustion engine operation stop rotation control device according to claim 18, the rotation drive torque output adjusting means according to claim 15 or 16, wherein the rotation drive torque output adjusting means outputs an intermittent or periodic output of the rotation drive torque or the rotation drive torque. Is intermittently or periodically increased at intervals or periods different from the frictional fluctuation period of the internal combustion engine.
[0047]
As described above, the rotational drive torque output adjusting means uses the intermittent output or intermittent increase interval of the rotational drive torque, or the periodic output or periodic increase cycle of the rotational drive torque as the fluctuation cycle of the internal combustion engine friction. It is different. This makes it possible to change the rotation pulsation cycle of the internal combustion engine. This makes it difficult to cause resonance in a region where resonance occurs when no countermeasure is taken.
[0048]
In the internal combustion engine operation stop rotation control device according to claim 19, any one of claims 15 to 18. One paragraph The rotational drive torque output adjusting means is configured to output intermittent or periodic output of the forward rotational drive torque or intermittent or periodic increase of the forward rotational drive torque from an operation stop of the internal combustion engine. Provided until the rotation of the internal combustion engine stopped First Execute in the vibration suppression execution area, A second vibration suppression execution region that is provided between the stop of the operation of the internal combustion engine and the rotation of the internal combustion engine is stopped and passes before the first vibration suppression execution region. Then, said torque Vibration is reduced by intermittently or periodically outputting positive and negative rotational drive torques from a drive source.
[0049]
In the entire period from the stop of the operation of the internal combustion engine to the stop of the rotation of the internal combustion engine or in the entire rotation speed range, torque Intermittent or periodic output of positive rotational drive torque from the drive source, or torque There is no need to carry out intermittent or periodic increase in the positive direction from the drive source, and it may be carried out in a region that is particularly effective for vibration suppression. Therefore, the rotational drive torque output adjusting means depends on the rotational speed state after the internal combustion engine is stopped. First A vibration suppression execution area is provided, and in this vibration suppression execution area torque Intermittent or periodic output of positive rotational drive torque from the drive source, or torque A positive intermittent or periodic increase from the drive source is performed. And the rotational drive torque output adjusting means is in the process of stopping the rotation of the internal combustion engine. Second vibration suppression execution area Then torque Vibration is reduced by intermittently or periodically outputting positive and negative rotational drive torques from the drive source. This effectively suppresses vibrations torque Energy consumption at the drive source can be suppressed.
[0050]
In the internal combustion engine operation stop rotation control device according to claim 20, in claim 19, The first vibration suppression execution region and the second vibration suppression execution region Is set in a region from the reference rotational speed set immediately before the rotation of the internal combustion engine stops to the rotation stop of the internal combustion engine.
[0051]
When the rotation speed of the internal combustion engine is high immediately before the rotation of the internal combustion engine is stopped, the rotation is stopped due to a rapid decrease in the rotation speed, so that vibration is likely to occur when the rotation stops. For this reason First vibration suppression execution region and second vibration suppression execution region Since the rotational drive torque output adjusting means can effectively suppress the rotational pulsation by setting the range from the reference rotational speed set immediately before the internal combustion engine stops to the internal combustion engine rotational stop, The rotation pulsation does not overlap with the vibration at the time of stopping to increase the vibration. In particular, the rotational drive torque output adjusting means torque By applying the positive rotational drive torque from the drive source, the decrease in the rotational speed of the internal combustion engine becomes slower than when no positive rotational drive torque is applied, so vibration can be effectively suppressed. .
[0052]
In the internal combustion engine operation stop rotation control device according to claim 21, in claim 19, The first vibration suppression execution region or the second vibration suppression execution region Includes an internal combustion engine resonance speed range.
[0053]
In particular, vibrations are likely to occur due to rotational pulsation when the rotational speed of the internal combustion engine exists in the internal combustion engine resonance rotational speed range. For this reason, the rotational drive torque output adjusting means has at least a period during which the rotational speed of the internal combustion engine passes through the internal combustion engine resonance rotational speed range. torque An intermittent or periodic output of positive rotational drive torque from the drive source, or an intermittent or periodic increase is performed. This effectively suppresses vibration torque Energy consumption at the drive source can be suppressed.
[0054]
In the internal combustion engine operation stop rotation control device according to claim 22, any one of claims 15 to 21 is provided. One paragraph And a rotation angle detecting means for the internal combustion engine, wherein the rotation drive torque output adjusting means outputs the rotation drive torque intermittently or periodically, or the rotation drive torque intermittently or periodically increases the rotation. This is performed according to the rotation angle of the internal combustion engine detected by the angle detection means.
[0055]
Friction fluctuations of an internal combustion engine mainly depend on stroke changes. Therefore, the rotational drive torque output adjusting means outputs an intermittent or periodic output of the forward rotational drive torque or the positive rotational drive torque according to the rotational angle of the internal combustion engine detected by the rotational angle detecting means. Perform intermittent or periodic increase. As a result, vibration can be more effectively suppressed.
[0056]
In the internal combustion engine operation stop rotation control device according to claim 23, any one of claims 15 to 22. One paragraph The rotational drive torque output adjusting means includes an internal combustion engine rotational speed detection means, wherein the rotational drive torque output adjusting means is intermittent or periodic in the rotational drive torque according to the rotational speed of the internal combustion engine detected by the rotational speed detection means. An output command timing for output or for intermittent or periodic increase of the rotational drive torque is set.
[0057]
torque Even if an output command for intermittent or periodic output of the rotational drive torque in the positive direction or intermittent or periodic increase of the rotational drive torque in the positive direction is executed to the drive source, There is a response delay before the desired rotational drive torque is transmitted to the output shaft of the internal combustion engine.
[0058]
This response delay is substantially constant in time, but the appearance of friction fluctuations in the internal combustion engine becomes faster or slower depending on the rotational speed of the internal combustion engine. Therefore, the rotational drive torque output adjusting means can appropriately cope with the friction fluctuation and effectively suppress the vibration by setting the output command timing according to the rotational speed of the internal combustion engine detected by the rotational speed detecting means. it can.
[0059]
In the internal combustion engine operation stop rotation control device according to claim 24, any one of claims 15 to 23 is provided. One paragraph The rotational drive torque output adjusting means is configured to intermittently or periodically output the positive rotational drive torque or intermittently or periodically increase the positive rotational drive torque in the process of stopping the rotation of the internal combustion engine. In the area where torque When stopping the internal combustion engine without applying positive rotational drive torque from the drive source Reduce the speed at which the internal combustion engine speed decreases It is characterized by that.
[0060]
Thus, the rotational drive torque output adjusting means is torque By outputting positive rotational drive torque from the drive source, especially in the process of stopping the rotation of the internal combustion engine, torque Than when no positive rotational drive torque is applied from the drive source Speed at which the speed of the internal combustion engine decreases Is made smaller. For this reason, the rotation speed change at the time of a rotation stop can be made small, and the vibration at the time of a rotation stop can be suppressed.
[0061]
In the rotation control device at the time of internal combustion engine operation stop according to claim 25, in claim 24, the rotation drive torque output adjusting means includes Speed at which the speed of the internal combustion engine decreases Is maintained almost constant.
[0062]
Rotational speed The rate at which Since the vibration also occurs due to the change in the rotational speed, the rotational drive torque output adjusting means The rate at which By maintaining the substantially constant, vibration can be further suppressed.
[0063]
In the internal combustion engine operation stop rotation control device according to claim 26, any one of claims 15 to 25 is provided. One paragraph The rotational drive torque output adjusting means before the process of stopping the rotation of the internal combustion engine, torque A holding period for maintaining the rotation speed of the internal combustion engine whose operation is stopped at the holding rotation speed by adjusting the rotational drive torque output in the positive direction of the drive source is provided.
[0064]
The rotational drive torque output adjusting means determines the rotational speed of the internal combustion engine that has stopped operating, torque By maintaining the rotation speed at the output of the drive source, the cylinder air pressure of the internal combustion engine is greatly reduced. When the cylinder air pressure is greatly reduced in this way, the pressure fluctuation in the combustion chamber due to the rotation is reduced, and the friction fluctuation is also reduced. Therefore, the rotational drive torque output adjusting means is torque The vibration can be further reduced by intermittent or periodic output of the positive direction rotational drive torque by the drive source or by intermittent or periodic increase of the positive direction rotational drive torque.
[0065]
In the internal combustion engine operation stop rotation control device according to claim 27, any one of claims 15 to 26 is provided. One paragraph In the above torque The drive source is an electric motor.
torque As the drive source, an electric motor can be cited, and the rotational drive torque output adjusting means can adjust the output of the rotational drive torque with high accuracy by current control, and can effectively suppress vibration.
[0066]
According to a twenty-eighth aspect of the present invention, the internal combustion engine operation stop rotation control device according to the twenty-seventh aspect is characterized in that the electric motor is a motor generator that also serves as a generator.
[0067]
As the electric motor, the motor generator can be used and can also be used as a generator. Therefore, it can be used for the purpose of recovering rotational energy when the internal combustion engine speed is reduced or after the internal combustion engine is stopped, and further improve fuel efficiency. You can also.
[0098]
DETAILED DESCRIPTION OF THE INVENTION
[Embodiment 1]
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 in which an internal combustion engine operation stop rotation control method, an internal combustion engine operation stop rotation control device, and a recording medium according to the present invention are described below in detail with reference to the drawings.
[0099]
FIG. 1 is a system configuration diagram of a vehicle internal combustion engine to which the above-described invention is applied and a control device therefor. Here, a gasoline engine (hereinafter referred to as “engine”) 2 is used as the internal combustion engine. Needless to say, the present invention may be applied to various internal combustion engines (diesel engines, natural gas engines, etc.) as appropriate.
[0100]
The output of the engine 2 is output from the crankshaft 2a to the output shaft 6a via a torque converter 4 and an automatic transmission (hereinafter referred to as “AT”) 6 and finally transmitted to the drive wheels. . In addition to the driving force transmission system from the engine 2 to the driving wheels, the output of the engine 2 is transmitted to the belt 14 via the pulley 10 connected to the crankshaft 2a. The other pulleys 16 and 18 are rotated by the rotational force transmitted by the belt 14. The pulley 10 is provided with an electromagnetic clutch 10a, which can be turned on (engaged) off (released) as necessary to switch between transmission and non-transmission of output between the pulley 10 and the crankshaft 2a. It is said. As the automatic transmission 6, other various automatic transmissions such as a continuously variable transmission (CVT) can also be applied. It is also conceivable to apply to a vehicle equipped with a manual transmission.
[0101]
Of the pulleys 16 and 18, the pulley 16 is connected to the rotating shaft of the auxiliary machinery 22 so that it can be driven by the rotational force transmitted from the belt 14. Examples of the auxiliary machinery 22 include an air conditioner compressor, a power steering pump, an engine cooling water pump, and the like. Although shown as one auxiliary machine 22 in FIG. 1, there are actually one or more of an air conditioner compressor, a power steering pump, an engine cooling water pump, etc., each having a pulley, thereby providing a belt. 14 is configured to rotate in conjunction with 14. In the present embodiment, it is assumed that an air conditioner compressor, a power steering pump, and an engine cooling water pump are provided as the auxiliary machinery 22.
[0102]
Further, a motor generator (hereinafter referred to as “MG”) 26 is interlocked with the belt 14 by the pulley 18. The MG 26 functions as a generator (“power generation mode” or “regeneration mode”) as necessary, thereby converting the rotational force of the engine 2 transmitted from the pulley 18 into electric energy. Further, the MG 26 functions as an electric motor as necessary (“drive mode”) to rotate the belt 14 via the pulley 18 to rotate one or both of the engine 2 and the auxiliary machinery 22.
[0103]
Here, the MG 26 is electrically connected to the inverter 28. When the MG 26 is set to the power generation mode or the regenerative mode, the inverter 28 is switched to the battery 30 for the high voltage power source (here 36V) from the MG 26 and through the DC / DC converter 32 to the low voltage power source (here 12V). ) The battery 34 is switched to charge. Further, switching is performed so as to be a power source for the ignition system, meters, each ECU (electronic control unit) and others.
[0104]
When the MG 26 is set to the “drive mode”, the inverter 28 supplies power to the MG 26 from the high-voltage power supply battery 30 that is a power source. Thus, the MG 26 is driven to rotate the auxiliary machinery 22 through the pulley 18 and the belt 14 when the engine operation is stopped, and to rotate the crankshaft 2a during automatic start, automatic stop, or vehicle start. Rotate. The inverter 28 can adjust the rotation speed of the MG 26 by adjusting the supply of electrical energy from the high-voltage power supply battery 30.
[0105]
Further, a starter 36 is provided for starting the engine at the cold start. The starter 36 is supplied with electric power from the low-voltage power supply battery 34 and rotates the ring gear to start the engine 2.
[0106]
The AT 6 is provided with an electric hydraulic pump 38 to which electric power is supplied from the low-voltage power supply battery 34, and supplies hydraulic oil to the hydraulic control unit inside the AT 6. This hydraulic oil adjusts the operating states of the clutch, brake and one-way clutch inside the AT 6 by a control valve in the hydraulic pressure control unit, and changes the gear ratio as necessary.
[0107]
The eco-run ECU 40 executes the above-described on / off switching of the electromagnetic clutch 10a, mode control of the MG 26 and inverter 28, control of the starter 36, and other power storage amount control for the batteries 30 and 34 (not shown). Further, driving on / off of the auxiliary machinery 22 excluding the water pump, driving control of the electric hydraulic pump 38, shift control of the AT 6, fuel injection control by the fuel injection valve 42, throttle valve 46 provided in the intake pipe 2b by the electric motor 44 The opening degree control and other engine control are executed by the engine ECU 48. The fuel injection valve 42 may be an intake port injection type or an in-cylinder injection type. In addition, by providing a VSC (Vehicle Stability Control) -ECU 50, automatic control of the brakes of each wheel is also executed.
[0108]
The eco-run ECU 40 includes a rotation speed sensor built in the MG 26, the rotation speed of the rotation shaft of the MG 26, an eco-run switch from a driver to start an eco-run system, an engine rotation speed sensor, an engine rotation speed NE, and a reference crank angle. The reference crank angle signal G2 and other data are detected from the sensor. Further, the engine ECU 48 outputs the engine cooling water temperature THW from the water temperature sensor, the accelerator pedal depression state from the idle switch, the accelerator opening ACCP from the accelerator opening sensor, the steering angle of the steering from the steering angle sensor, and the vehicle speed SPD from the vehicle speed sensor. Detected for control etc. Further, the engine ECU 48 controls the engine with respect to the throttle opening TA from the throttle opening sensor 46, the shift position SHFT from the shift position sensor, the engine speed NE from the engine speed sensor, and the reference crank angle signal G2 from the reference crank angle sensor. Detecting for etc. In addition, the engine ECU 48 detects the presence / absence of an on / off operation from the air conditioner switch and other data for engine control and the like.
[0109]
The VSC-ECU 50 detects operation data of the brake pedal 52 for braking control or the like. The brake pedal 52 is provided with a brake switch 52 a and outputs a signal representing the depression state BSW of the brake pedal 52 to the VSC-ECU 50. That is, the brake switch 52a outputs an off signal when the brake pedal 52 is not depressed, and an on signal when the brake pedal 52 is depressed.
[0110]
A brake booster 56 is provided as a booster that increases the depression force of the brake pedal 52. The brake booster 56 has two pressure chambers 56b and 56c that are defined by a diaphragm 56a. Among these, a brake booster pressure sensor 56d is provided in the first pressure chamber 56b, detects the brake booster pressure BBP in the first pressure chamber 56b, and outputs a signal corresponding to the brake booster pressure BBP. An intake negative pressure is supplied to the first pressure chamber 56b from the surge tank 2c via the check valve 56e. This check valve 56e allows air flow from the first pressure chamber 56b to the surge tank 2c, but prohibits reverse flow.
[0111]
The brake booster 56 functions as follows. That is, when the brake pedal 52 is not depressed, the negative pressure control valve 56f provided in the brake booster 56 introduces the negative pressure in the first pressure chamber 56b into the second pressure chamber 56c. Therefore, since the first pressure chamber 56b and the second pressure chamber 56c are in the same negative pressure state, the diaphragm 56a is pushed back toward the brake pedal 52 by the spring 56g. For this reason, the push rod 56h interlocked with the diaphragm 56a does not push the piston (not shown) in the master cylinder 56i.
[0112]
On the other hand, when the brake pedal 52 is depressed, the negative pressure control valve 56f shuts off between the first pressure chamber 56b and the second pressure chamber 56c in conjunction with the input side rod 56j provided on the brake pedal 52, Air is introduced into the second pressure chamber 56c. As a result, a pressure difference is generated between the first pressure chamber 56b in the intake negative pressure state and the second pressure chamber 56c at atmospheric pressure. For this reason, the stepping force on the brake pedal 52 is doubled, and the diaphragm 56a pushes the push rod 56h toward the master cylinder 56i against the urging force of the spring 56g. As a result, the piston in the master cylinder 56i is pushed and braking is performed.
[0113]
When the brake pedal 52 is stepped back, the negative pressure control valve 56f blocks the communication between the second pressure chamber 56c and the outside air in conjunction with the input side rod 56j provided on the brake pedal 52, and the first pressure Communication between the chamber 56b and the second pressure chamber 56c is established. As a result, intake negative pressure is introduced from the first pressure chamber 56b into the second pressure chamber 56c. Therefore, the first pressure chamber 56b and the second pressure chamber 56c have the same pressure. Therefore, the diaphragm 56a moves to the brake pedal 52 side by the urging force of the spring 56g and returns to the original non-braking state.
[0114]
Each of the ECUs 40, 48, and 50 described above is configured with a microcomputer at the center, and the CPU executes necessary arithmetic processing in accordance with a program written in the internal ROM, and based on the calculation result. Various controls are executed. These arithmetic processing results and the data detected as described above are exchanged as necessary between the ECUs 40, 48, and 50 capable of mutual data communication. As a result, the ECUs 40, 48 and 50 can execute control in conjunction with each other.
[0115]
Next, control executed by the eco-run ECU 40 will be described. In addition, the automatic stop process (FIG. 2), MG drive process at the time of engine stop (FIG. 3), crankshaft rotation process (FIG. 4), rotation speed reduction process (FIG. 5), and automatic start process (FIG. 9) described below. Is executed when the driver turns on the eco-run switch. A program for executing these processes is recorded in a ROM (equivalent to a recording medium) in the eco-run ECU 40, and is read and executed by a CPU in the eco-run ECU 40.
[0116]
The automatic stop process is shown in the flowchart of FIG. This process is a process that is repeatedly executed in a short cycle. The steps in the flowchart corresponding to the individual processing contents are represented by “S˜”.
[0117]
When this automatic stop process is started, first, an operation state for determining execution of automatic stop is read (S110). For example, the engine coolant temperature THW, the accelerator pedal depression / non-depression, the voltages of the batteries 30 and 34, the brake pedal 52 depression / non-depression, the vehicle speed SPD, and the like are read into the RAM work area inside the eco-run ECU 40.
[0118]
Next, it is determined whether or not an automatic stop condition is satisfied from these operating states (S120). For example, when all of the following conditions (1) to (5) are satisfied, it is determined that the automatic stop condition is satisfied.
(1) The engine 2 has been warmed up and is not overheated (the engine cooling water temperature THW is lower than the water temperature upper limit value and higher than the water temperature lower limit value).
(2) The accelerator pedal is not depressed (idle switch is on).
(3) The state where the amount of electricity stored in each of the batteries 30 and 34 is at a necessary level.
(4) The brake pedal 52 is depressed (the brake switch 52a is on).
(5) The vehicle is stopped (vehicle speed SPD is 0 km / h).
[0119]
If any one of the above conditions (1) to (5) is not satisfied, the automatic stop condition is not satisfied (“NO” in S120), and this process is temporarily terminated.
On the other hand, if the driver stops the vehicle at an intersection or the like and the automatic stop condition is satisfied (“YES” in S120), the traveling MG control process is stopped (S130). The running MG control process is a process that is started in an automatic start process (FIG. 9) described later. Specifically, the traveling MG control process sets the MG 26 to the power generation mode during normal traveling and sets the MG 26 to the regenerative mode when the vehicle decelerates to recover traveling energy or immediately after returning from the fuel cut. This process assists the rotation of the engine 2.
[0120]
Next, an engine stop process is performed (S140). That is, when the fuel cut instruction is issued from the eco-run ECU 40 to the engine ECU 48, the fuel injection of the fuel injection valve 42 is stopped, and the throttle valve 46 is fully closed. As a result, the combustion in the engine combustion chamber is stopped, and the operation of the engine 2 is stopped.
[0121]
Next, execution of an engine stop MG drive process (FIG. 3) described later is set (S150). In this way, this process is once completed.
The MG driving process when the engine is stopped is shown in the flowchart of FIG. This process is a process that is started by executing step S150 and is repeatedly executed in a short cycle.
[0122]
When the engine stop MG drive process is started, it is first determined whether or not a vibration reduction process end flag Xstop indicating that the vibration reduction process when the engine is stopped is “OFF” (S210). The vibration reduction process end flag Xstop is set to “OFF” at the time of initial setting when the eco-run ECU 40 is turned on and when an automatic start condition is established in an automatic start process (FIG. 9) described later.
[0123]
First, since Xstop = “OFF” (“YES” in S210), first, the engine ECU 48 is instructed to prohibit the air conditioner from being turned on (S215). Thus, if the air conditioner is on, the engine ECU 48 shuts off the air conditioner by shutting off the air conditioner compressor and the pulley 16.
[0124]
Next, crankshaft rotation processing (S220) is executed. Details of the crankshaft rotation process are shown in FIG. In the crankshaft rotation process, first, the electromagnetic clutch 10a provided in the pulley 10 is turned on (S310), and the MG 26 is set in the drive mode (S320). Note that the process of step S310 includes a case where the on state is maintained if the electromagnetic clutch 10a is already on. The same applies to other processes for turning on the electromagnetic clutch 10a.
[0125]
Then, it is determined whether or not the rotation speed reduction start flag Xdown is “OFF” (S330). The rotation speed reduction start flag Xdown is set to “OFF” at the initial setting when the eco-run ECU 40 is turned on and when an automatic start condition is satisfied in an automatic start process (FIG. 9) described later.
[0126]
First, since Xdown = “OFF” (“YES” in S330), the target idle speed NEid (for example, 600 rpm) is set as the target engine speed NEt of the engine 2 (S340). Then, the output control of the MG 26 is performed by the inverter 28 so that the engine speed NE becomes the target speed NEt (S350). That is, by the output of the MG 26, the crankshaft 2a of the engine 2 is rotated via the pulley 18, the belt 14, and the pulley 10 to start control for setting the engine 2 to a rotational speed equivalent to idle rotation.
[0127]
Next, it is determined whether or not the actual engine speed NE has reached the target engine speed NEt (S360). If the actual engine speed NE has not yet reached the target engine speed NEt (“NO” in S360), this process is temporarily terminated.
[0128]
Thereafter, by repeating Steps S340 and S350, the engine speed NE is controlled to the target speed NEt by the output control (S350) of the MG26. Once the engine speed NE has reached the target speed NEt (“YES” in S360), it is next determined whether or not the holding period has elapsed since the engine speed NE has reached the target speed NEt. It is determined (S370). This holding period is a period for holding the engine speed NE at the holding speed (here, the idle target speed NEidl), and is 0.5 seconds, for example. Until the holding period has elapsed (“NO” in S370), steps S340 and S350 are repeated.
[0129]
The state in which the engine 2 is forcibly maintained at the idling speed level by driving the MG 26 is detected by the brake booster pressure sensor 56d when the holding period has elapsed ("YES" in S370). It is determined whether the brake booster pressure BBP is equal to or lower than the reference pressure Px (S380). The reference pressure Px represents a pressure at which the boosting function of the brake pedal force can be sufficiently exerted even if the brake booster 56 depresses the brake pedal 52 immediately after the engine rotation stops.
[0130]
If BBP> Px (“NO” in S380), it is next determined whether or not a limit time has elapsed since the engine speed NE reached the target speed NEt (S390). This limit time is, for example, 3 seconds. Until the time limit has elapsed (“NO” in S390), steps S340 and S350 are repeated. If BBP ≦ Px (“YES” in S390), “ON” is set to the rotation speed reduction start flag Xdown (S400), and the process is temporarily terminated.
[0131]
If BBP ≦ Px has already been reached when the holding period has elapsed (“YES” in S370) (“YES” in S380), “ON” is immediately set to the rotation speed reduction start flag Xdown (S400). This processing is once terminated.
[0132]
During the holding period described above, when the crankshaft 2a is forcibly rotated by the MG 26 with the throttle valve 46 fully closed, the decrease in air pressure in the engine cylinder is completed and the rotation of the engine 2 is stopped. This is the time provided to suppress vibration. Although this holding period varies depending on the type of engine and the state of the air conditioner and electric load until just before, the time until the air pressure at which the vibration suppressing effect is generated is obtained and set in advance in experiments.
[0133]
On the other hand, the limit time is for avoiding the amount of power stored in the high-voltage power supply battery 30 when the brake booster pressure BBP does not decrease to the reference pressure Px because the driver has operated the brake pedal 52, for example. It is the time provided for.
[0134]
When the rotation speed reduction start flag Xdown is set to “ON” in this way (S400), “NO” is determined in step S330 in the next control cycle. Next, whether or not there is a drive request for the power steering pump, that is, whether or not the power steering hydraulic pressure is high during steering, or when the steering is held and stopped in a high load state. Is determined (S410).
[0135]
If there is no request for driving the power steering pump (“NO” in S410), the rotational speed reduction process shown in FIG. 5 is executed next. This rotational speed reduction process will be described.
[0136]
First, it is determined whether or not the current engine speed NE is greater than the lower limit speed NEmin (S452). As this lower limit rotational speed NEmin, “0 (rpm)” is set here. For this reason, the process described below is repeated until the engine rotation is completely stopped.
[0137]
Initially, since the engine speed NE is feedback-controlled to the idle target speed NEidl by the processing of steps S340 and S350 performed up to immediately before, NE> NEmin is determined (“YES” in S452).
[0138]
Next, the target rotational speed NMGt of the MG 26 is calculated (S454). For example, the MG target rotational speed NMGt is calculated by the following expression 1.
[0139]
[Expression 1]
NMGt ← NMGt-dNMG ... [Formula 1]
Here, the gradually changing value dNMG is a value for gradually decreasing the MG target rotational speed NMGt. That is, the deceleration of the engine rotational speed NE is smaller than the deceleration of the engine rotational speed NE when the operation of the engine 2 is stopped and no rotational driving torque for assist is output from the MG 26. Is set to As an initial value of NMGt, a value corresponding to the idle target speed NEidl converted by the pulley ratio between the pulleys 10 and 18 is set. Further, when the right side becomes a negative value in the calculation of Equation 1, “0 (rpm)” is set in NMGt.
[0140]
Next, the motor drive average command current value Tave is calculated based on the deviation of the rotational speed NMG of the MG 26 from the MG target rotational speed NMGt thus determined (S456). For example, the motor drive average command current value Tave is calculated as shown in the following equation (2).
[0141]
[Expression 2]
Tave ← Tave + kT × (NMGt−NMG) [Equation 2]
In Equation 2, “Tave” on the right side represents the motor drive average command current value obtained in the previous control cycle, and “Tave” on the left side represents the motor drive average command current value obtained in the current control cycle. Represents. The coefficient kT is a coefficient that is appropriately set to determine the control response.
[0142]
That is, when the MG rotation speed NMG is smaller than the MG target rotation speed NMGt, the motor drive average command current value Tave is increased from the previous control cycle, whereby the drive torque of the MG 26 is increased and transmitted to the crankshaft 2a. Is done. When the MG rotation speed NMG is larger than the MG target rotation speed NMGt, the motor drive average command current value Tave is reduced from the previous control cycle, whereby the drive torque of the MG 26 is reduced and transmitted to the crankshaft 2a. The Thus, feedback control is performed so that the engine rotational speed NE becomes a rotational speed corresponding to the MG target rotational speed NMGt converted by the pulley ratio between the pulleys 10 and 18.
[0143]
Next, a crank angle value θfwd for torque calculation is calculated (S458). This torque calculation crank advance value θfwd has a time delay until the required torque is actually output from the MG 26 even if the current command corresponding to the required torque is executed from the eco-run ECU 40 to the MG 26. This is a value for setting the advance value of the crank angle necessary to cope with this delay. The crank angle value θfwd for torque calculation represented by the crank angle varies depending on the engine speed NE. For this reason, it is set based on the engine speed NE by a map or function as shown in FIG.
[0144]
Next, an offset command current value Toft is calculated based on the current crank angle θ and the torque calculation crank advance value θfwd that are separately calculated based on the engine speed NE signal and the reference crank angle signal G2. S460). For example, when the engine 2 is a 6-cylinder engine, the offset command current value Toft is set by a map or function shown in FIG.
[0145]
Here, FIG. 7 shows the relationship between the engine friction fluctuation (A) at every crank angle of 120 ° and the offset command current value Toft (B) to counter this. In the engine 2, the engine friction changes from the compression stroke to the expansion stroke of each cylinder as shown in FIG. For this reason, if the motor drive average command current value Tave is uniformly decreased in accordance with the decrease in the MG target rotation speed NMGt, rotational pulsation with a crank angle of 120 ° as one cycle is shown in FIG. 8B. Arise.
[0146]
In order to counter this engine friction fluctuation, an offset command current value Toft is set every 120 ° in accordance with FIG. 7B. In FIG. 7B, the crank angle origin θ0 corresponds to the crank angle θ = 0 °, 120 °, 240 °, 360 °, 480 °, and 600 °.
[0147]
First, assuming that the current crank angle in FIG. 7B is θa, the offset command current value Toft is calculated at a position advanced from this position by the crank angle for torque calculation θfwd that takes into account the response delay. A value Tb of θb is obtained. If the current crank angle is θc, the value Td of θd, which is the position advanced by the torque calculation crank advance value θfwd, is obtained. If the current crank angle is θe, the torque calculation crank advance A value Tf of θf, which is a position advanced by the angle value θfwd, is obtained.
[0148]
Next, the command total current value Tall is calculated as in the following expression 3 (S462).
[0149]
[Equation 3]
Tall ← Tave + Toft [Formula 3]
By setting the command total current value Tall in this way, the eco-run ECU 40 executes the output control of the MG 26 (S464). As a result, a current corresponding to the command total current value Tall is supplied from the inverter 28 to the MG 26.
[0150]
Thereafter, as long as NE> NEmin (“YES” in S452), the processing in steps S454 to S464 described above is repeated, and the engine speed NE gradually decreases. During this time, as shown in FIG. 8C, the command total current value Tall is set so as to pulsate against the engine friction and always output the rotational driving torque in the positive direction. As shown by the solid line in (B), it slowly decreases with almost no pulsation. While the engine speed NE is decreasing, it passes through the resonance speed range (300 to 200 rpm). However, since there is almost no rotational pulsation, resonance hardly occurs even if it passes slowly.
[0151]
Then, NMGt = “0 (rpm)” (S454). As a result, when the engine rotation is stopped and the engine speed NE = “0 (rpm)” (“NO” in S452), the vibration reduction processing end flag is set. Xstop is set to “ON” (S466), and the process is temporarily terminated.
[0152]
Since Xstop = “ON” (S466) after the engine rotation is gradually reduced and stopped in this way, “NO” is determined in step S210 (FIG. 3) of the next control cycle. As a result, the engine ECU 48 is instructed to allow the air conditioner to be turned on (S225). Next, it is determined whether or not there is a request for driving the auxiliary machinery 22 (S230). If there is a drive request for auxiliary equipment (“YES” in S230), the electromagnetic clutch 10a is turned off (S240), and the MG 26 is set to the drive mode (S250). Note that the process of step S240 includes a case where the off state is maintained if the electromagnetic clutch 10a is already in the off state. The same applies to other processes for turning off the electromagnetic clutch 10a.
[0153]
Then, the rotational speed NMGidl which is a value obtained by converting the idle target rotational speed NEidl by the pulley ratio between the pulleys 10 and 18 is set to the MG target rotational speed NMGt (S260). Then, the output of the MG 26 is controlled by the inverter 28 so that the MG rotational speed NMG becomes the MG target rotational speed NMGt (S270). In this way, this process is once completed. On the other hand, if there is no drive request for auxiliary equipment (“NO” in S230), the function of MG 26 is stopped (S280), and this process is temporarily terminated.
[0154]
Note that if there is a drive request for the auxiliary machinery 22 after the rotation of the engine 2 is stopped due to the function stop of the MG 26 (S280) ("YES" in S230), the processing of steps S240 to S270 is performed. As a result, even if the engine rotation is stopped, the air conditioner and the power steering can be driven as required by the MG 26. At this time, since the electromagnetic clutch 10a is turned off, the crankshaft 2a of the engine 2 does not rotate even when the MG 26 is driven, and wasteful power consumption can be prevented and fuel consumption can be improved. .
[0155]
In the state of NE> NEmin (“YES” in S452), when it is determined that there is a drive request for the power steering pump in step S410 while repeating the processing in steps S454 to S464 (“ YES ”), the power steering pump drive request processing is executed (S440).
[0156]
This power steering pump drive request processing is performed in order to drive the power steering pump belonging to the auxiliary machinery 22 and quickly generate sufficient hydraulic pressure for power steering. As the power steering pump drive request process, for example, a process of increasing the MG rotational speed NMG of the MG 26 again to the rotational speed necessary for driving the power steering pump is performed. Alternatively, by setting “ON” to the vibration reduction process end flag Xstop, “NO” is determined in step S210 of FIG. 3 in the next control cycle, and “YES” is determined in step S230. Thus, the process of quickly executing the processes of steps S240 to S270 is performed.
[0157]
Next, the automatic start process is shown in the flowchart of FIG. This process is a process that is repeatedly executed in a short cycle.
When the automatic start process is started, first, an operation state for determining execution of automatic start is read (S510). Here, for example, the same as the data read in step S110 of the automatic stop process (FIG. 2), the engine cooling water temperature THW, the state of the idle switch, the charged amount of the batteries 30, 34, the state of the brake switch 52a, the vehicle speed SPD and the like are stored in the RAM. Load into the work area.
[0158]
Next, it is determined from these operating states whether or not the automatic start condition is satisfied (S520). For example, it is determined that the automatic start condition is satisfied when one of the following conditions (1) to (5) is not satisfied under the condition that the engine is stopped by the automatic stop process.
(1) The engine 2 has been warmed up and is not overheated (the engine cooling water temperature THW is lower than the water temperature upper limit value and higher than the water temperature lower limit value).
(2) The accelerator pedal is not depressed (idle switch is on).
(3) The storage amount of the batteries 30 and 34 is in a necessary level.
(4) The brake pedal 52 is depressed (the brake switch 52a is on).
(5) The vehicle is stopped (vehicle speed SPD is 0 km / h).
[0159]
If the engine is not stopped by the automatic stop process or if all of the above conditions (1) to (5) are satisfied even if the engine is stopped by the automatic stop process, the automatic start condition is not satisfied (S520). "NO"), the process is temporarily terminated.
[0160]
If any one of the above conditions (1) to (5) is not satisfied in the engine stop state by the automatic stop process, it is assumed that the automatic start condition is satisfied (“YES” in S520), and the MG driving at the time of engine stop described above is performed. The processing (FIG. 3) is stopped (S530). Then, execution of the MG drive start start process and the travel time MG control process is set (S540). Here, the MG drive start start process is a process for starting the vehicle and starting the engine 2 by driving the MG 26. The traveling MG control process is a process in which the MG 26 is rotated by the output of the engine 2 to generate electric power during normal traveling, or the traveling energy of the vehicle is recovered by the MG 26 when fuel is cut during vehicle deceleration.
[0161]
Next, the vibration reduction process end flag Xstop is set to “OFF” (S550), the rotation speed reduction start flag Xdown is set to “OFF” (S560), and this process is temporarily ended.
[0162]
An example of the processing executed as described above is shown in the timing chart of FIG. As indicated by the solid line, before the time t0, the engine 2 is operated at an idle speed corresponding to the load state at that time by idle speed control executed by the engine ECU 48 after the vehicle stops. When the automatic stop condition is satisfied at time t0, the fuel injection from the fuel injection valve 42 is stopped, and the engine 2 stops its operation. Then, by the crankshaft rotation processing (FIG. 4), the MG 26 is driven and the engine target rotation speed NEt is set to the idle target rotation speed NEidl (= 600 rpm), and this rotation state continues for the holding period. When the engine 2 is forcibly rotated by the MG 26, the throttle valve 46 is in a fully closed state, so that the air pressure in the cylinder is equal to or lower than the air pressure Pa, and a vibration suppressing effect is produced when the engine rotation is stopped.
[0163]
Then, after time t1 after the holding period, the engine speed NE is gradually decreased because the engine speed reduction process (FIG. 5) is executed. While passing through the resonance speed region (300 to 200 rpm) in the middle of the decrease in the rotation speed, as shown by the solid line in FIG. 8, the rotation pulsation is hardly generated. Vehicle vibration can also be suppressed during the period (t2 to t3) during which the engine speed passes.
[0164]
Furthermore, since it is a gradual decrease from the start of deceleration to the stop of rotation, a sudden change in the rotational speed does not occur both at the start of rotation decrease and at the stop of rotation, thereby preventing the occurrence of vibration.
[0165]
In the configuration described above, the ROM in the eco-run ECU 40 corresponds to a computer-readable recording medium, and the rotational speed reduction process (FIG. 5) is rotationally driven in a program recorded in the ROM and read by the CPU. This corresponds to processing as torque output adjusting means. Also, the engine speed sensor corresponds to the speed detection means, and the crank angle calculation process based on the engine speed NE signal from the engine speed sensor and the reference crank angle signal G2 from the reference crank angle sensor is the rotation angle. This corresponds to detection means and friction increase period detection means. The rotation speed region in which the processes of steps S454 to S464 described above are repeated corresponds to the vibration suppression execution region.
[0166]
According to the first embodiment described above, the following effects can be obtained.
(I). In the present embodiment, in order to suppress rotational pulsation due to friction variation when the engine 2 rotates, torque By intermittently increasing the rotational drive torque in the positive direction of the MG 26 as a drive source, the increase in friction is canceled by the output of the MG 26 to suppress rotational pulsation. Since the resonance is reduced by suppressing the rotation pulsation in this way, vibration when stopping the rotation of the engine 2 can be suppressed.
[0167]
Furthermore, in this embodiment, the decrease in the engine speed NE is made slow by always outputting the rotational drive torque in the positive direction from the MG 26. As a result, a change in the rotational speed at the time of starting deceleration or stopping the rotation is reduced, and vibration suppression when the rotational speed is reduced can be made more effective.
[0168]
(B). The friction fluctuation of the engine 2 mainly depends on the stroke change. Therefore, in the rotational speed reduction process (FIG. 5), vibration can be more effectively suppressed by intermittently increasing the rotational drive torque in the positive direction according to the crank angle.
[0169]
In this embodiment, in addition to the intermittent increase in the positive rotational drive torque against the increase in friction described above, the positive rotational drive torque is also intermittently decreased against the decrease in friction. Therefore, vibration can be further effectively suppressed.
[0170]
(C). Since there is a response delay from the output command to the MG 26 until the MG 26 actually outputs the rotational drive torque, the output command timing to the MG 26 is set according to the engine speed NE. As a result, it is possible to appropriately deal with friction fluctuations and effectively suppress vibrations.
[0171]
(D). As described above, since the rotational drive torque in the positive direction is always output from the MG 26, the decrease in the rotational speed is slowed down, and the deceleration is maintained almost constant by feedback control. As a result, fluctuations in the rotational speed are reduced and vibration can be further suppressed.
[0172]
(E). Since the rotational speed NE of the engine 2 whose operation has been stopped is maintained at the holding rotational speed (here, the idle target rotational speed NEidl), the cylinder air pressure of the engine 2 is greatly reduced. By greatly reducing the cylinder air pressure in this way, the pressure fluctuation in the combustion chamber due to the rotation is reduced, and the friction fluctuation is also reduced. For this reason, the vibration reduction by the intermittent increase of the rotational drive torque by MG26 performed after that can be made more effective.
[0173]
(F). The MG 26 is used to assist the rotation of the engine 2 whose operation has stopped. For this reason, it can utilize for the use which collects rotational energy at the time of engine deceleration or after engine operation stop as a generator, and can improve a fuel consumption further.
[0174]
[Embodiment 2]
In the present embodiment, the rotation speed reduction process shown in FIG. 11 is executed in the same cycle instead of the rotation speed reduction process (FIG. 5). The other configuration is the same as that of the first embodiment.
[0175]
The rotation speed reduction process (FIG. 11) will be described. Since steps S452, S454 to S466 of this process are the same as the processes indicated by the same step numbers in FIG. 5, detailed description thereof will be omitted.
[0176]
When this process is started, first, it is determined whether or not the current engine speed NE is greater than the lower limit speed NEmin (S452). Initially, since the engine speed NE has been feedback controlled to the idle target speed NEidl until immediately before, NE> NEmin is determined (“YES” in S452).
[0177]
Next, it is determined whether NE <NEmin + NEf (S453a). Here, the low rotational speed setting value NEf is a value set in the range of 200 to 100 rpm, for example, and is a determination correction value for determining the rotational speed immediately before the lower limit rotational speed NEmin. Here, NEf = 200 rpm is set. Since the lower limit rotational speed NEmin = 0 (rpm), “NEmin + NEf” is set as a value for determining the rotational speed immediately before stopping the engine rotation.
[0178]
Since NE> NEmin + NEf is initially set (“NO” in S453a), “0 (A)” is set to the motor drive average command current value Tave (S453b). Then, steps S458 to S464 are executed. As a result, the command total current value Tall obtained by the equation 3 is only a current value that counters the pulsation of engine friction as shown in FIG. Thereafter, as long as NE ≧ NEmin + NEf (“NO” in S453a), the processing in steps S458 to S464 continues.
[0179]
Therefore, as illustrated in the timing chart of FIG. 13, the engine speed NE decreases rapidly (t11 to t13). During this rapidly decreasing period (t12 to t13), the rotational pulsation is suppressed by the offset command current value Toft calculated in steps S458 and S460 as shown by the solid line in FIG. Therefore, resonance hardly occurs.
[0180]
When NE <NEmin + NEf is satisfied (“YES” in S453a: t13), the target rotational speed NMGt of the MG 26 is calculated as shown in the equation 1 (S454). However, as an initial value of NMGt, a value corresponding to NEmin + NEf (here, 200 rpm) converted by the pulley ratio between the pulleys 10 and 18 is set.
[0181]
Next, based on the deviation of the rotational speed NMG of the MG 26 with respect to the MG target rotational speed NMGt thus obtained, the motor drive average command current value Tave is calculated as in the above equation 2 (S456).
[0182]
Then, steps S458 to 464 are executed. As a result, the command total current value Tall obtained by the equation 3 becomes as shown in FIG. 8C, and the decrease in the engine speed NE is slowed and the rotation pulsation is suppressed. For this reason, resonance hardly occurs. This state continues until the engine rotation stops.
[0183]
If the engine rotation is stopped (“NO” in S452: t14), “ON” is set to the vibration reduction process end flag Xstop (S466), and therefore, in step S210 of the engine stop MG drive process (FIG. 3), “ "NO" is determined, and the processing in the engine rotation stopped state (S225 to S280) is performed as described above.
[0184]
In the configuration described above, the rotation speed reduction process (FIG. 11) corresponds to the process as the rotational drive torque output adjusting means.
According to the second embodiment described above, the following effects can be obtained.
[0185]
(I). In the present embodiment, as described in (a) and (b) of the first embodiment immediately before the engine rotation is stopped, the rotational drive torque from the MG 26 is used to suppress the rotational pulsation due to the friction fluctuation of the engine 2. Rotational pulsation is suppressed by executing intermittent increase and intermittent decrease of. By suppressing the rotational pulsation in this way, the resonance itself is also reduced, and the vibration in the engine operation stop state can be suppressed. During this period, the rotational drive torque in the positive direction is always output from the MG 26 to slow down the decrease in the engine speed NE to reduce the change in the engine speed when the engine is stopped, and to suppress the vibration when the engine is stopped. Yes.
[0186]
Until just before the engine rotation is stopped, that is, until the engine speed NE decreases to “NEmin + NEf”, rotation is performed by intermittent positive rotational drive torque output and intermittent negative rotational drive torque output. Suppresses pulsation. For this reason, in the entire region where the engine speed is being reduced, the decrease in engine speed due to the rotation drive torque output of the MG 26 always in the positive direction is not slowed down, so that energy consumption by the MG 26 can be suppressed.
[0187]
(B). The effects (c), (e) and (f) of the first embodiment are produced.
[Embodiment 3]
In the present embodiment, the rotation speed reduction process shown in FIG. 14 is executed in the same cycle instead of the rotation speed reduction process (FIG. 5). The other configuration is the same as that of the first embodiment.
[0188]
The rotation speed reduction process (FIG. 14) will be described. Since steps S452, S453a, S453b, and S454 to S466 of this process are the same as the processes indicated by the same step numbers in FIG. 11, detailed description thereof is omitted.
[0189]
When this process is started, it is first determined whether or not the current engine speed NE is greater than the lower limit speed NEmin (S452). Initially, since the engine speed NE has been feedback controlled to the idle target speed NEidl until immediately before, NE> NEmin is determined (“YES” in S452).
[0190]
Next, it is determined whether NE <NEmin + NEf (S453a). Initially, since NE> NEmin + NEf (“NO” in S453a), it is next determined whether or not the engine speed NE is smaller than NEmax (S470). The upper limit rotational speed NEmax is a rotational speed determination value for quickly starting the process of passing through the resonance rotational speed range while suppressing rotational pulsation, and is set to a value of 400 rpm, for example.
[0191]
Since NE> NEmax in the initial stage (“NO” in S470), the target rotational speed NMGt of the MG 26 is calculated as shown in Equation 1 (S454). However, as the initial value of the target rotational speed NMGt, a value corresponding to the idle target rotational speed NEidl (here, 600 rpm) converted by the pulley ratio between the pulleys 10 and 18 is set. Based on the deviation of the rotational speed NMG of the MG 26 with respect to the MG target rotational speed NMGt thus determined, the motor drive average command current value Tave is calculated as in the above equation 2 (S456).
[0192]
Next, it is determined whether NE <NEmax (S472). Here, since NE> NEmax (“NO” in S472), “0 (A)” is set in the offset command current value Toft. Then, the command total current value Tall is calculated as in the equation 3 (S462). Since Toft = 0 at this time, only the motor drive average command current value Tave is substantially set as the command total current value Tall. Based on this command total current value Tall, output control of the MG 26 is performed (S464).
[0193]
Thereafter, as long as NE ≧ NEmax, “NO” is determined in both steps S470 and S472. As a result, as illustrated in the timing chart of FIG. 15, the engine speed NE gradually decreases due to the gradual decrease of the MG target speed NMGt (t21 to t22). However, since this period is not in the resonance speed range, step S458 is performed. , S460 does not suppress the rotational pulsation.
[0194]
If NE <NEmax is satisfied due to the subsequent decrease in the engine speed NE, “YES” is determined in step S470, and “0 (A)” is set to the motor drive average command current value Tave (S453b). And it determines with "YES" also in step S472, and performs step S458-S464. As a result, the command total current value Tall obtained by the above equation 3 is substantially only a current value that counters the pulsation of engine friction in steps S458 and S460.
[0195]
Thereafter, as long as NE ≧ NEmin + NEf (“NO” in S453a), the processes in steps S453b and S458 to S464 are continued. Therefore, as shown in the timing chart of FIG. 15, the engine speed NE decreases rapidly (t22 to t24). In this rapidly decreasing period, it passes through the resonance rotational speed range (t23 to t24), but the rotation pulsation is suppressed by the offset command current value Toft calculated in steps S458 and S460, so that resonance hardly occurs.
[0196]
When NE <NEmin + NEf is satisfied (“YES” in S453a: t24), the target rotational speed NMGt of the MG 26 is calculated as shown in the equation 1 (S454). However, as an initial value of the target rotational speed NMGt, a value corresponding to NEmin + NEf (here, 200 rpm) converted by the pulley ratio between the pulleys 10 and 18 is set. Next, based on the deviation of the rotational speed NMG of the MG 26 with respect to the MG target rotational speed NMGt thus obtained, the motor drive average command current value Tave is calculated as in the above equation 2 (S456).
[0197]
Since NE <NEmax (“YES” in S472), steps S458 to 464 are executed. As a result, the command total current value Tall obtained by the above equation 3 slows down the engine speed NE and suppresses rotational pulsation. For this reason, resonance hardly occurs. This state continues until the engine rotation is stopped (t25).
[0198]
If the engine rotation is stopped (“NO” in S452: t25), “ON” is set to the vibration reduction process end flag Xstop (S466), and therefore, in step S210 of the engine stop MG drive process (FIG. 3), “ "NO" is determined, and the processing in the engine rotation stopped state (S225 to S280) is performed as described above.
[0199]
In the configuration described above, the rotation speed reduction process (FIG. 14) corresponds to the process as the rotational drive torque output adjusting means.
According to the third embodiment described above, the following effects can be obtained.
[0200]
(I). In the present embodiment, since the engine speed reduction starts slowly at the initial stage of the process for reducing the engine speed NE, it is possible to suppress vibration due to a change in the speed at the start of the reduction in the engine speed.
[0201]
After NE <NEmax, the effect (A) of the second embodiment is produced.
(B). The effects (c), (e) and (f) of the first embodiment are produced.
[0202]
[Embodiment 4]
In the present embodiment, the rotation speed reduction process shown in FIG. 16 is executed in the same cycle instead of the rotation speed reduction process (FIG. 5). The other configuration is the same as that of the first embodiment.
[0203]
The rotation speed reduction process (FIG. 16) will be described. When this process is started, it is first determined whether or not the current engine speed NE is greater than the lower limit speed NEmin (S602). This process is the same as the process in step S452 of FIG.
[0204]
Initially, since the engine speed NE is feedback-controlled to the idle target speed NEidl by the processing of steps S340 and S350 of FIG. 4 performed until just before, NE> NEmin is determined (“YES” in S602). ).
[0205]
Next, the target rotational speed NMGt of the MG 26 is calculated as shown in the equation 1 (S604). This process is the same as step S454 in FIG.
Next, based on the deviation of the rotational speed NMG of the MG 26 with respect to the MG target rotational speed NMGt thus obtained, the motor drive average command current value Tave is calculated as shown in the equation 2 (S606). This process is the same as step S456 in FIG.
[0206]
Next, a crank angle value θfwd for torque calculation is calculated (S608). This process is the same as step S458 in FIG.
Then, it is determined whether or not the crank angle (θ + θfwd) obtained by advancing the current crank angle θ by the torque calculation crank advance value θfwd has newly reached any of the preset output increase crank angles θinc. (S610). Here, the output increase crank angle θinc is a value set for every 120 ° crank angle, and is provided at the same timing or slightly before the increase timing of the engine friction. Here, six phases corresponding to crank angle = 50 °, 170 °, 290 °, 410 °, 530 °, and 650 ° are applicable.
[0207]
Here, if θ + θfwd is not the timing when it newly reaches any of the output increase crank angle θinc (“NO” in S610), then, based on the value of timer counter C, the offset command current is calculated from the pattern of offset command current value Toft. The value Toft is calculated (S616). At this time, since the pattern of the offset command current value Toft has not been set yet, the offset command current value Toft = 0 is maintained.
[0208]
Then, the command total current value Tall is calculated as in the above equation 3 (S618). Since Toft = “0 (A)”, the command total current value Tall is substantially equal to the motor drive average command current value Tave. The value is set as is. In the next MG output control (S620), the rotational drive torque in the positive direction substantially corresponding to the value of the motor drive average command current value Tave is output from the MG 26.
[0209]
Thereafter, unless θ + θfwd newly reaches any of the increased output crank angles θinc (“NO” in S610), the MG 26 outputs the rotational drive torque in the positive direction corresponding to the value of the motor drive average command current value Tave. The state continues.
[0210]
If θ + θfwd newly reaches any of the output increase crank angles θinc (“YES” in S610), the pattern setting of the offset command current value Toft is then performed (S612). Here, the pattern is calculated as the length of the time Cof to apply the offset command current based on the engine speed NE by using a map or function as shown in FIG. Next, the count start of the timer counter C is set (S614).
[0211]
Next, the offset command current value Toft is calculated from the pattern of the offset command current value Toft based on the value of the timer counter C (S616). Here, while the value of the timer counter C is equal to or less than the value of the time Cof calculated in step S612, a value D set in advance as the offset command current value Toft is set.
[0212]
Then, the command total current value Tall is calculated as shown in Equation 3 (S618). As a result, the command total current value Tall is increased by adding the value D to the motor drive average command current value Tave calculated in step S606. As a result, in the next MG output control (S620), the rotational drive torque in the positive direction of the MG 26 is increased and output.
[0213]
Thus, once this control is finished and the next control cycle is reached, after steps S602 to S608, it is determined as “NO” in step S610, and immediately from the pattern of the offset command current value Toft based on the value of the timer counter C. An offset command current value Toft is calculated (S616). In step S616, since the period of C ≦ Coft is set to Toft = D, the process of steps S618 and S620 continues to increase the rotational drive torque output in the positive direction of MG26.
[0214]
If the timer counter C> Coff, the offset command current value Toft is returned to “0 (A)” (S616). Therefore, the command total current value Tall is only the motor drive average command current value Tave, and the rotation drive torque in the positive direction of the MG 26 is not increased in the MG output control (S620).
[0215]
Thereafter, as long as NE> NEmin (“YES” in S602), every time θ + θfwd reaches any of θinc, the process of increasing the rotational drive torque in the positive direction by the MG 26 is repeated for the time Cof. This state is illustrated in the timing chart of FIG.
[0216]
After that, NMGt = “0 (rpm)” (S604), and as a result, the engine rotation stops and the engine speed NE = “0 (rpm)” (“NO” in S602), the vibration reduction process ends. The flag Xstop is set to “ON” (S622), and the process is temporarily terminated.
[0217]
In the configuration described above, the rotation speed reduction process (FIG. 16) corresponds to the process as the rotational drive torque output adjusting means.
According to the fourth embodiment described above, the following effects can be obtained.
[0218]
(I). In the rotation speed reduction process (FIG. 16) of the present embodiment, as shown in FIG. 18C, the engine rotation is assisted with the motor drive average command current value Tave, and the offset command current value Toft according to the crank angle. An intermittent increase in the rotational drive torque in the positive direction is performed. Therefore, fluctuations in rotation can be suppressed, and changes in the rotation speed when the rotation is stopped become slow, and vibrations when the engine rotation is stopped can be suppressed.
[0219]
Further, the intermittent increase in the rotational drive torque in the positive direction is simply a uniform increase in the current value. Therefore, the rotation fluctuation can be suppressed and the vibration suppressing effect can be generated by a simple calculation process.
[0220]
(B). The effects (a) and (c) to (f) of the first embodiment are produced.
[Embodiment 5]
In the present embodiment, the rotation speed reduction process shown in FIG. 19 is executed in the same cycle instead of the rotation speed reduction process (FIG. 16). The other configuration is the same as that of the fourth embodiment. As for the rotational speed reduction process (FIG. 19), the same process as in FIG. 16 is indicated by the same step number.
[0221]
The rotation speed reduction process (FIG. 19) will be described. When this process is started, it is first determined whether NE> NEmin (S602). Initially, since the engine speed NE has been feedback-controlled to the idle target speed NEidl until immediately before, NE> NEmin is determined (“YES” in S602).
[0222]
Next, it is determined whether NE <NEmin + NEf (S603a). Here, as described in step S453a of FIG. 11, the low rotational speed setting value NEf is a determination correction value for determining the rotational speed immediately before the lower limit rotational speed NEmin, and is set to NEf = 200 rpm.
[0223]
Since NE> NEmin + NEf is initially set (“NO” in S603a), “0 (A)” is set to the motor drive average command current value Tave (S603b).
[0224]
Next, a crank angle value θfwd for torque calculation is calculated (S608). Then, it is determined whether or not the crank angle (θ + θfwd) obtained by advancing the current crank angle θ by the torque calculation crank advance value θfwd has newly reached any of the preset output increase crank angles θinc. (S610). Here, as described in the fourth embodiment, the output increase crank angle θinc corresponds to six phases of crank angles = 50 °, 170 °, 290 °, 410 °, 530 °, and 650 °.
[0225]
Here, if θ + θfwd is not the timing at which the output increasing crank angle θinc has newly reached (“NO” in S610), then the offset command current value Toft is calculated from the offset command current value Toft pattern based on the value of the timer counter C. Calculate (S616). Here, since the pattern of the offset command current value Toft has not been set yet, the offset command current value Toft = 0 is maintained.
[0226]
Then, the command total current value Tall is calculated as in the above equation 3 (S618) because Tave = “0 (A)” and Toft = “0 (A)”, so the command total current value Tall is “0 ( A) ”, and in the next MG output control (S620), the rotational drive torque in the positive direction from the MG 26 is not output.
[0227]
Thereafter, in the state of NE ≧ NEmin + NEf (“NO” in S603a), the state where the rotational drive torque from the MG 26 is not output continues unless θ + θfwd newly reaches the output increase crank angle θinc (“NO” in S610). .
[0228]
Then, in the state of NE ≧ NEmin + NEf (“NO” in S603a), θ + θfwd newly arrives at the output increase crank angle θinc (“YES” in S610). Then, as shown in FIG. 17, the pattern setting of the offset command current value Toft is set as the time Cof value based on the engine speed NE (S612), and the count start of the timer counter C is set (S614). .
[0229]
Based on the value of the timer counter C, the offset command current value Toft is calculated from the pattern of the offset command current value Toft (S616). Then, the command total current value Tall is calculated as shown in Equation 3 (S618). Here, although Tave = “0 (A)”, since C <Coft, since Tof = D, the command total current value Tall = D, and in the next MG output control (S620), from MG26. Outputs a rotational driving torque in the positive direction corresponding to the current value D.
[0230]
In the next control cycle, it is determined as “NO” in step S610, and steps S616 to S620 are executed. However, as long as C ≦ Coft, Toft = D is set and the command total current value Tall = D. In the MG output control (S620), the rotation drive torque output in the positive direction corresponding to the current value D from the MG 26 is continued.
[0231]
Then, if C> Cof, since Tot = 0 is set in step S616, the command total current value Tall = 0, and in the next MG output control (S620), the rotational drive torque in the positive direction is output from MG26. Disappear.
[0232]
The repetition of the state in which the rotational drive torque in the positive direction corresponding to the current value D is output from the MG 26 and the state in which no output is made continues as long as NE ≧ NEmin + NEf (“NO” in S603a). This state is shown in the process explanatory diagram of FIG. Although it passes through the resonance rotational speed region in a state of NE ≧ NEmin + NEf, as shown in FIG. 20 (B), the MG 26 merely intermittently executes the rotational drive torque output in the positive direction as shown by the solid line in FIG. 20 (B). As described above, since the rotational pulsation is suppressed, resonance hardly occurs. Further, since the rotational drive torque output in the positive direction is intermittently repeated, unlike the case where the output is not simply output from the MG 26, the decrease in the engine speed NE is slow as shown in the timing chart of FIG. t33).
[0233]
When NE <NEmin + NEf is satisfied (“YES” in S603a: t33), the target rotation speed NMGt of the MG 26 is calculated using the value obtained by converting NEmin + NEf by the pulley ratio between the pulleys 10 and 18 as shown in Equation 1 above. This is done (S604). Then, based on the deviation of the rotational speed NMG of the MG 26 from the MG target rotational speed NMGt determined in this way, the motor drive average command current value Tave is calculated as shown in the above equation 2 (S606).
[0234]
Then, steps S608 to 620 are executed as described above. As a result, the command total current value Tall obtained by the equation 3 becomes as shown in FIG. 18C, and the decrease in the engine speed NE is further slowed and the rotation pulsation is suppressed. This state continues until the engine rotation stops.
[0235]
If the engine rotation is stopped (“NO” in S602: t34), “ON” is set to the vibration reduction process end flag Xstop (S622), so that “NO” is set in Step S210 of the engine stop MG drive process (FIG. 3). "NO" is determined, and the processing in the engine rotation stopped state (S225 to S280) is performed as described above.
[0236]
In the configuration described above, the rotation speed reduction process (FIG. 19) corresponds to the process as the rotational drive torque output adjusting means.
According to the fifth embodiment described above, the following effects can be obtained.
[0237]
(I). In the present embodiment, the effect as described in (a) of the fourth embodiment is produced from immediately before the engine rotation is stopped until the rotation is stopped.
Then, until just before the engine rotation is stopped, that is, until the engine speed NE is reduced to “NEmin + NEf”, the rotational pulsation can be suppressed by intermittent rotational drive torque output in the positive direction. And since the continuous output is not performed, the energy consumption by MG26 can be suppressed. Further, since the intermittent rotational drive torque output in the positive direction causes the rotational speed decrease to be slower than when no positive rotational drive torque output is performed, the engine rotational speed NE Is reduced to “NEmin + NEf”, the rotational speed change becomes small and vibration can be suppressed.
[0238]
(B). The effects (c), (e) and (f) of the first embodiment are produced.
[Embodiment 6]
In the present embodiment, the rotation speed reduction process shown in FIG. 22 is executed in the same cycle instead of the rotation speed reduction process (FIG. 16). The other configuration is the same as that of the fourth embodiment. As for the rotational speed reduction processing (FIG. 22), the same processing as that in FIG. 16 is indicated by the same step number.
[0239]
The rotation speed reduction process (FIG. 22) will be described. When this process is started, it is first determined whether or not the current engine speed NE is greater than the lower limit speed NEmin (S602). Initially, since the engine speed NE has been feedback-controlled to the idle target speed NEidl by the processing of steps S340 and S350 of FIG. 4 that has been performed immediately before, NE> NEmin is determined (“YES” in S602). "). Next, the target rotational speed NMGt of the MG 26 is calculated as shown in the equation 1 (S604).
[0240]
Next, based on the deviation of the rotational speed NMG of the MG 26 with respect to the MG target rotational speed NMGt thus obtained, the motor drive average command current value Tave is calculated as shown in the equation 2 (S606). Next, a crank angle value θfwd for torque calculation is calculated (S608).
[0241]
Next, it is determined whether NE <NEmin + NEf (S609a). Here, as described in step S453a of FIG. 11, the low rotational speed setting value NEf is a determination correction value for determining the rotational speed immediately before the lower limit rotational speed NEmin, and is set to NEf = 200 rpm.
[0242]
Initially, since NE> NEmin + NEf (“NO” in S609a), the first output increase crank angle θinc1 of the first timing group is set as the output increase crank angle θinc (S609b). Here, the first timing group corresponds to the three phases of crank angle = 50 °, 290 °, and 530 ° set every crank angle 240 °. This timing is selected every other one of the six phases of crank angle = 50 °, 170 °, 290 °, 410 °, 530 °, and 650 °, which is the engine friction increase timing described in the fourth embodiment. It corresponds to the timing.
[0243]
Then, it is determined whether or not the crank angle (θ + θfwd) obtained by advancing the current crank angle θ by the torque calculation crank advance value θfwd has newly reached any of the output increase crank angles θinc (S610). . Here, if θ + θfwd is not the timing at which the output increasing crank angle θinc has newly reached (“NO” in S610), then the offset command current value Toft is calculated from the offset command current value Toft pattern based on the value of the timer counter C. Calculate (S616). Here, since the pattern of the offset command current value Toft has not been set yet, the offset command current value Toft = 0 is maintained.
[0244]
Then, the command total current value Tall is calculated as shown in Equation 3 (S618). Since Toft = “0 (A)” at this time, the value of the motor drive average command current value Tave set in step S606 is set as the command total current value Tall. Therefore, in the next MG output control (S620), the rotational drive torque in the positive direction based on the motor drive average command current value Tave is output from MG26.
[0245]
Thereafter, as long as θ + θfwd does not newly reach the output increase crank angle θinc (“NO” in S610), the state in which the output in the positive direction of the MG 26 is adjusted only by the motor drive average command current value Tave continues.
[0246]
Then, the timing when θ + θfwd newly reaches the output increase crank angle θinc (“YES” in S610). Then, as shown in FIG. 17, the offset command current value Toft pattern (Coft) is set based on the engine speed NE (S612), and the count start of the timer counter C is set (S614).
[0247]
Next, the offset command current value Toft is calculated from the pattern of the offset command current value Toft based on the value of the timer counter C (S616). Then, the command total current value Tall is calculated as shown in Equation 3 (S618). At first, since C <Coft, since Toft = D, the command total current value Tall = Tave + D, and in the MG output control (S620), the MG 26 outputs a rotational drive torque in the positive direction corresponding to Tave + D.
[0248]
In the next control cycle, “NO” is determined in step S610, and steps S616 to S620 are executed. However, as long as C ≦ Coft, Toft = D is set and the command total current value Tall = Tave + D is set, and in the MG output control (S620), the rotation drive torque output in the positive direction corresponding to Tave + D is continued from MG26. The
[0249]
Then, if C> Cof, since Tot = 0 is set in step S616, the command total current value Tall = Tave is set, and in the MG output control (S620), the rotation in the positive direction corresponding to the motor drive average command current value Tave. The state returns to the state where the driving torque is output.
[0250]
The repetition of the state in which the rotational drive torque in the positive direction corresponding to Tave + D is output from the MG 26 and the state in which only Tave is output from the timing corresponding to the first output increase crank angle θinc1 to Coft, Continue as long as NE ≧ NEmin + NEf (“NO” in S609a). This state is shown in the process explanatory diagram of FIG. Here, as shown in FIG. 23 (B), the fluctuation of the engine speed NE is greater when the output command is output at the first output increasing crank angle θinc1 than when the offset command current value Toft is not set at all (broken line). The frequency is ½. In this state, it passes through the resonance rotational speed range (300 to 200 rpm) as in FIG. 10, but actually has the same rotational pulsation as 150 to 100 rpm, so it resonates in the resonance rotational speed range (300 to 200 rpm). Does not occur.
[0251]
When NE <NEmin + NEf (NE <200 rpm) (“YES” in S609a), the second output increase crank angle θinc2 consisting of the second timing group is set as the output increase crank angle θinc (S609c). Here, the second timing group has six phases of crank angles = 50 °, 170 °, 290 °, 410 °, 530 °, and 650 ° set every 120 ° of the crank angle as in the fourth embodiment. Applicable.
[0252]
Therefore, thereafter, until the engine rotation stops, rotation pulsation is suppressed by setting the command total current value Tall as shown in FIG. 18C by the processing of steps S610 to S620. If the engine rotation is stopped (“NO” in S602), the vibration reduction process end flag Xstop is set to “ON” (S622). Therefore, “NO” is set in Step S210 of the engine stop MG drive process (FIG. 3). ”And the processing in the engine rotation stopped state (S225 to S280) is performed as described above.
[0253]
In the configuration described above, the rotation speed reduction process (FIG. 22) corresponds to the process as the rotational drive torque output adjusting means.
According to the sixth embodiment described above, the following effects can be obtained.
[0254]
(I). In the present embodiment, in order to suppress the rotational pulsation due to the fluctuation of the friction of the engine 2, the rotational pulsation frequency is actually increased in the resonance rotational speed range by executing an intermittent increase in the rotational driving torque in the positive direction from the MG 26. Resonance is prevented by lowering the rotational speed. When the resonance rotational speed region has elapsed, rotational pulsation is suppressed as in the fourth embodiment. This suppresses resonance and achieves vibration suppression.
[0255]
Further, in the present embodiment, the decrease in the engine speed NE is made slow by always outputting the rotational drive torque in the positive direction from the MG 26. As a result, the change in the rotational speed at the time of starting deceleration or stopping the rotation is reduced, and vibration at the time when the rotational speed is reduced can be further suppressed.
[0256]
The intermittent output increase of the rotational drive torque in the positive direction is simply a uniform increase in current value. Accordingly, resonance prevention and vibration suppression can be executed with simple arithmetic processing.
[0257]
(B). The effects (c) to (f) of the first embodiment are produced.
[Other embodiments]
(A). In the rotational speed reduction process of the fifth embodiment (FIG. 19), the motor drive average command current value Tave = 0 (S603b) is satisfied when NE> NEmin + NEf (“NO” in S603a). In addition to this, even if NE> NEmin + NEf (“NO” in S603a) as shown in the third embodiment, if NE ≧ NEmax, steps S604 and S606 are executed to execute the MG target rotational speed NMGt. The motor drive average command current value Tave may be calculated so as to achieve the above.
[0258]
(B). In the rotational speed reduction process (FIG. 22) of the sixth embodiment, the motor drive average command current value Tave is calculated so as to achieve the MG target rotational speed NMGt when the engine rotational speed NE decreases. In addition, when NE> NEmin + NEf, the motor drive average command current value Tave = 0 may be set. In addition to this, the motor drive average command current value Tave may be calculated so as to achieve the MG target rotation speed NMGt when NE ≧ NEmax as shown in the third embodiment.
[0259]
(C). In each of the above embodiments, torque As the driving source, a motor generator disposed outside the driving force transmission system from the engine 2 to the wheels is used, but a motor generator provided in the driving force transmission system from the engine 2 to the wheels may be used. In addition to transmitting the rotational driving torque to the crankshaft by the belt, the motor generator may be transmitted by a chain or gear, or the motor generator may be directly connected to the crankshaft.
[0260]
In each embodiment, an electric motor having no power generation function can be used instead of a motor generator. Also in this case, it may be outside the driving force transmission system or inside the driving force transmission system, and may be transmitted by a chain or gear other than the belt, or an electric motor may be directly connected to the crankshaft.
[0261]
However, since electric power cannot be generated when the electric motor is used in the first, second, and third embodiments, the offset command current value Toft is a value that ranges from “0 (A)” as shown in FIG. Instead, as shown in FIG. 24, the minimum value is “0 (A)”. Thus, in the first embodiment, the rotational drive torque in the positive direction can be periodically increased. In the second and third embodiments, the rotational drive torque in the positive direction can be periodically increased in the region where the motor drive average command current value Tave is set by feedback, and in the region where Tave = 0, the positive direction is periodically increased. The rotational driving torque can be output. Thus, substantially the same effects as those of the first, second, and third embodiments described above can be obtained. In particular, in the second and third embodiments, during the period where Tave = 0, the rotational driving force applied from the electric motor becomes positive on average, so the decrease in the engine speed NE is alleviated and the vibration is more It will be suppressed.
[0262]
Also, by setting the offset command current value Toft as shown in FIG. 25 instead of FIG. 24, the positive rotational drive torque is intermittently increased or the positive rotational drive torque is intermittently increased. You may make it output.
[0263]
The setting of the offset command current value Toft shown in FIGS. 24 and 25 may be applied when a motor generator is used as in each embodiment. In particular, if FIG. 24 is applied, in each embodiment, instead of intermittent positive rotational drive torque increase or output, periodic positive rotational drive torque increase or output.
[0264]
(D). In each of the above embodiments, the engine speed NE is kept constant before the engine speed NE is reduced. However, when a brake system that does not use the brake booster 56 or a brake system that supplies negative pressure to the brake booster 56 using a negative pressure generating pump is adopted, the engine speed is immediately set without providing such a period. NE may be lowered.
[0265]
(E). In the crankshaft rotation process (FIG. 4), the engine rotation decrease start timing by driving the MG 26 is determined by comparing the brake booster pressure BBP and the reference pressure Px in addition to the hold time elapsed determination (S370). (S380). This is to make it possible to cope with the depressing of the brake pedal 52 immediately after the start of the decrease in engine rotation. However, in addition to this, instead of directly using the value of the brake booster pressure BBP, an appropriate engine forced rotation time that allows the brake booster pressure BBP to be equal to or lower than the reference pressure Px is obtained by experiment, and during this engine forced rotation time, The engine 2 may be forcibly rotated by driving the MG 26. In this case, when the engine forced rotation time for decreasing the brake booster pressure BBP and the holding time for decreasing the cylinder air pressure, whichever is longer, the rotation speed reduction start flag Xdown is set to “ ON "(S400). Further, the brake booster 56 may be determined based on the engine forced rotation time, and the decrease in the cylinder air pressure for suppressing the vibration may be determined from the degree of intake pressure in the surge tank 2c.
[0266]
(F). In the crankshaft rotation process (FIG. 4), the reference rotation speed of the crankshaft 2a for reducing the cylinder air pressure is the idle target rotation speed NEidl, but the rotation speed capable of reducing the cylinder air pressure. Any other number of revolutions may be used. Further, the reference rotational speed is not limited to the case of indicating one rotational speed. For example, the in-cylinder air pressure may be reduced by controlling all the rotation speeds of the crankshaft 2a so that a certain rotation speed region is set as the reference rotation speed.
[Brief description of the drawings]
FIG. 1 is a system configuration diagram of a vehicle internal combustion engine and a control device thereof according to a first embodiment.
FIG. 2 is a flowchart of automatic stop processing executed by the eco-run ECU according to the first embodiment.
FIG. 3 is a flowchart of MG drive processing when the engine is stopped.
FIG. 4 is a flowchart of crankshaft rotation processing.
FIG. 5 is a flowchart of the same rotation speed reduction process.
6 is an explanatory diagram of a map configuration for calculating a crank advance value for torque calculation θfwd based on the engine speed NE in the control of Embodiment 1. FIG.
FIG. 7 is an explanatory diagram of a map configuration for calculating an offset command current value Toft based on a crank angle θ and a torque calculation crank advance value θfwd.
FIG. 8 is a graph showing the relationship between the stroke, the engine speed NE, and the command total current value Tall.
FIG. 9 is a flowchart of automatic start processing executed by the eco-run ECU according to the first embodiment.
10 is a timing chart showing an example of control in Embodiment 1. FIG.
FIG. 11 is a flowchart of rotation speed reduction processing according to the second embodiment.
FIG. 12 is a graph showing the relationship between the stroke, the engine speed NE, and the command total current value Tall.
FIG. 13 is a timing chart that similarly shows an example of control.
FIG. 14 is a flowchart of rotation speed reduction processing according to the third embodiment.
FIG. 15 is a timing chart that similarly shows an example of control.
FIG. 16 is a flowchart of rotation speed reduction processing according to the fourth embodiment.
FIG. 17 is an explanatory diagram of a map configuration for calculating a rotational drive torque increase output time Coft based on the engine speed NE.
FIG. 18 is a graph showing the relationship between the stroke, the engine speed NE, and the command total current value Tall.
FIG. 19 is a flowchart of rotation speed reduction processing according to the fifth embodiment.
FIG. 20 is a graph showing the relationship between the stroke, the engine speed NE, and the command total current value Tall.
FIG. 21 is a timing chart that similarly shows an example of control.
FIG. 22 is a flowchart of rotation speed reduction processing according to the sixth embodiment.
FIG. 23 is a graph showing the relationship between the stroke, the engine speed NE, and the command total current value Tall.
FIG. 24 is an explanatory diagram of a map configuration for calculating an offset command current value Toft based on the crank angle θ and the torque calculation crank advance value θfwd used in the modified examples of the first, second, and third embodiments.
FIG. 25 is an explanatory diagram of a map configuration for calculating an offset command current value Toft based on the crank angle θ and the torque calculation crank advance value θfwd.
[Explanation of symbols]
2 ... Engine, 2a ... Crankshaft, 2b ... Intake pipe, 2c ... Surge tank, 4 ... Torque converter, 6 ... AT, 6a ... Output shaft, 10 ... Pulley, 10a ... Electromagnetic clutch, 14 ... Belt, 16, 18 ... Pulley, 22 ... Auxiliaries, 26 ... MG, 28 ... Inverter, 30, 34 ... Battery, 32 ... DC / DC converter, 36 ... Starter, 38 ... Electric hydraulic pump, 40 ... Eco-run ECU, 42 ... Fuel injection valve, 44 ... Electric motor, 46 ... Throttle valve, 46a ... Throttle opening sensor, 48 ... Engine ECU, 50 ... VSC-ECU, 52 ... Brake pedal, 52a ... Brake switch, 56 ... Brake booster.

Claims (28)

An internal combustion engine operation stop rotation control method for executing rotation control of an internal combustion engine by a torque drive source that inputs rotation drive torque to a crankshaft of the internal combustion engine in an operation stop state,
In the process of stopping the rotation of the internal combustion engine, the rotational control method at the time of the internal combustion engine operation stop is characterized by reducing the vibration by intermittently or periodically outputting the positive rotational drive torque from the torque drive source. . An internal combustion engine operation stop rotation control method for executing rotation control of an internal combustion engine by a torque drive source that inputs rotation drive torque to a crankshaft of the internal combustion engine in an operation stop state,
In the process of stopping the rotation of the internal combustion engine, a rotational drive torque in the positive direction from the torque drive source is output to slow down the decrease in the rotational speed of the internal combustion engine, and the rotational drive torque is intermittently or periodically A rotation control method for stopping operation of an internal combustion engine, wherein vibration is reduced by increasing the internal combustion engine. 3. The intermittent or periodic output of the rotational driving torque or the intermittent or periodic increase of the rotational driving torque according to claim 1 or 2 is executed corresponding to a period in which the friction of the internal combustion engine increases. An internal combustion engine operation stop rotation control method characterized by the following. 3. The intermittent or periodic output of the rotational drive torque or the intermittent or periodic increase of the rotational drive torque is executed at an interval or period different from a frictional fluctuation period of the internal combustion engine. An internal combustion engine operation stop rotation control method comprising: 5. The internal combustion engine operation stop according to any one of claims 1 to 4, wherein the intermittent or periodic output of the rotational drive torque in the positive direction or the intermittent or periodic increase of the rotational drive torque in the positive direction is Is executed in a first vibration suppression execution region provided until the rotation of the internal combustion engine is stopped, and provided between the operation stop of the internal combustion engine and the rotation of the internal combustion engine is stopped. In the second vibration suppression execution region that passes before the vibration suppression execution region , vibration is reduced by intermittently or periodically outputting positive and negative rotational drive torques from the torque drive source. An internal combustion engine operation stop rotation control method characterized by: 6. The first vibration suppression execution region and the second vibration suppression execution region according to claim 5, wherein the first vibration suppression execution region and the second vibration suppression execution region are set in a region from a reference rotational speed set immediately before the rotation of the internal combustion engine stops to an internal combustion engine rotation stop. An internal combustion engine operation stop rotation control method characterized by comprising: 6. The rotation control method according to claim 5, wherein the first vibration suppression execution region or the second vibration suppression execution region includes an internal combustion engine resonance rotational speed region. In any one of claims 1 to 7, the intermittent or periodic output of the rotational drive torque, or intermittent or periodic increase of the rotational drive torque, be performed in accordance with the rotation angle of the internal combustion engine An internal combustion engine operation stop rotation control method characterized by the following. According to any one of claims 1 to 8, according to the rotation speed of the internal combustion engine, for intermittent or periodic output of the rotary drive torque, or for intermittent or periodic increase of the rotational drive torque An output command timing of the internal combustion engine is stopped. According to any one of claims 1 to 9, intermittent or periodic output of the rotational drive torque of the forward direction in the course of stopping the rotation of the internal combustion engine, or an intermittent or periodic rotational drive torque of the forward In the region where the increase is executed, the speed at which the rotational speed of the internal combustion engine is reduced is smaller than when the internal combustion engine is stopped without applying a positive rotational drive torque from the torque drive source. Rotation control method when the engine is stopped. 11. The rotation control method according to claim 10, wherein the speed at which the rotation speed of the internal combustion engine decreases is maintained substantially constant. 12. The rotational speed of the internal combustion engine according to any one of claims 1 to 11, wherein the rotational speed of the internal combustion engine that has been stopped by a positive rotational drive torque from the torque drive source is held before the process of stopping the rotation of the internal combustion engine. A rotation control method for when the internal combustion engine is stopped is characterized by providing a holding period for maintaining the internal combustion engine. The rotation control method according to any one of claims 1 to 12, wherein the torque drive source is an electric motor. 14. The rotation control method according to claim 13, wherein the electric motor is a motor generator that also serves as a generator. An internal combustion engine operation stop rotation control device that executes rotation control of an internal combustion engine by a torque drive source that inputs rotation drive torque to a crankshaft of the internal combustion engine in a stopped state,
In the process of the internal combustion engine stops rotating, reducing vibration by outputting forward rotation drive torque of intermittently or periodically from the torque drive source to adjust the rotational drive torque output of the torque drive source An internal combustion engine operation stop rotation control device comprising rotational drive torque output adjusting means. An internal combustion engine operation stop rotation control device that executes rotation control of an internal combustion engine by a torque drive source that inputs rotation drive torque to a crankshaft of the internal combustion engine in a stopped state,
In the process of stopping the rotation of the internal combustion engine, the rotational drive torque output in the positive direction of the torque drive source is adjusted to slow down the decrease in the rotational speed of the internal combustion engine, and the rotational drive torque is increased intermittently or periodically. A rotation control device for stopping operation of an internal combustion engine, characterized by comprising a rotation drive torque output adjusting means for reducing vibrations by operating. 17. The friction increase period detecting means for detecting a period during which the friction of the internal combustion engine increases, wherein the rotational drive torque output adjusting means is configured to output the rotational drive torque intermittently or periodically, or the An internal combustion engine stoppage rotation control device characterized in that intermittent or periodic increase in rotational drive torque is executed corresponding to a period during which the friction of the internal combustion engine detected by the friction increase period detection means increases. . 17. The rotational drive torque output adjusting means according to claim 15, wherein the rotational drive torque output adjusting means outputs the rotational drive torque intermittently or periodically, or intermittently or periodically increases the rotational drive torque. The rotation control device at the time of operation stop of the internal combustion engine, which is executed at intervals or cycles different from those of the internal combustion engine. The rotary drive torque output adjusting means according to any one of claims 15 to 18, wherein the rotational drive torque output adjusting means outputs intermittent or periodic output of the positive direction rotational drive torque, or intermittent or periodic of the positive direction rotational drive torque. Increase in the first vibration suppression execution region provided between the stop of the operation of the internal combustion engine and the stop of the rotation of the internal combustion engine, until the rotation of the internal combustion engine stops. In a second vibration suppression execution region that is provided in between and passes before the first vibration suppression execution region , positive and negative rotational drive torques from the torque drive source are intermittently or periodically A rotation control device for stopping operation of an internal combustion engine, wherein vibration is reduced by outputting. The first vibration suppression execution region and the second vibration suppression execution region according to claim 19 are set in a region from a reference rotational speed set immediately before the rotation of the internal combustion engine stops to an internal combustion engine rotation stop. An internal combustion engine operation stop rotation control device characterized by comprising: 20. The rotation control device according to claim 19, wherein the first vibration suppression execution region or the second vibration suppression execution region includes an internal combustion engine resonance rotational speed region. The rotation angle detection means of the internal combustion engine according to any one of claims 15 to 21, wherein the rotation drive torque output adjustment means outputs an intermittent or periodic output of the rotation drive torque or the rotation drive torque. An internal combustion engine operation stop rotation control device characterized in that the intermittent or periodic increase is performed according to the rotation angle of the internal combustion engine detected by the rotation angle detection means. In any one of Claims 15-22, It is provided with the rotation speed detection means of an internal combustion engine, The said rotational drive torque output adjustment means is according to the rotation speed of the internal combustion engine detected by the said rotation speed detection means, An internal combustion engine operation stop rotation control device for setting an output command timing for intermittent or periodic output of the rotational drive torque or for intermittent or periodic increase of the rotational drive torque. According to any one of claims 15 to 23, wherein the rotational drive torque output adjusting means, intermittently or periodically output of the forward rotation drive torque in the process of stopping the rotation of the internal combustion engine, or the positive direction of the In the region where the rotational drive torque is intermittently or periodically increased, the speed at which the rotational speed of the internal combustion engine is reduced is lower than when the internal combustion engine is stopped without applying the positive rotational drive torque from the torque drive source. An internal combustion engine operation stop rotation control device characterized by being made smaller . 25. The rotation control device according to claim 24, wherein the rotational drive torque output adjusting means maintains a substantially constant speed at which the rotational speed of the internal combustion engine decreases . The rotational drive torque output adjusting means according to any one of claims 15 to 25, wherein the rotational drive torque output adjusting means adjusts the rotational drive torque output in the positive direction of the torque drive source before the process of stopping the rotation of the internal combustion engine, An internal combustion engine stoppage rotation control device characterized in that a holding period for maintaining the rotation speed of an internal combustion engine whose operation is stopped at a holding rotation speed is provided. 27. The rotation control device according to any one of claims 15 to 26, wherein the torque drive source is an electric motor. 28. The rotation control device according to claim 27, wherein the electric motor is a motor generator that also serves as a generator.

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