JP4683304B2 - Engine stop control device - Google Patents

Description

  The present invention relates to an engine stop control device that controls stop and start of an engine, and in particular, is configured to temporarily stop an engine while the vehicle is stopped, for example, and then restart the engine when a predetermined engine restart condition is satisfied. It is related with the engine stop control apparatus made.

In recent years, in order to improve fuel efficiency and reduce CO ₂ emissions, the engine is automatically stopped temporarily during idle operation while the vehicle is stopped, and then the vehicle is restarted, such as when the vehicle is started. A technology for automatic engine stop control (so-called idle stop control) has been developed in which the engine is automatically restarted when the condition is satisfied. The restart at the time of the idle stop control requires a quickness to start the engine immediately according to the start operation of the vehicle, etc., but the engine is cranked by the starter motor as in the normal engine start. According to the method of restarting the motor, there are problems such that it takes a considerable time to complete the start-up, and the starter motor is heavily consumed.

  As a countermeasure, for example, an engine starter as disclosed in Patent Document 1 is known. In the engine starter disclosed in Patent Document 1, when the engine is restarted, first, fuel is injected into the compression stroke cylinder stopped in the compression stroke, combustion is performed, the engine is once reversed, and stopped in the expansion stroke. After increasing the in-cylinder pressure of the cylinder, the fuel is injected into the cylinder with the increased in-cylinder pressure for combustion, and the engine is rotated forward to start the engine without using the starter motor.

  In restarting an engine that does not use such a starter motor (restart by combustion), in-cylinder pressure in the cylinder stopped in the expansion stroke is increased by combustion in the cylinder stopped in the compression stroke. The compression stroke cylinder and the expansion stroke cylinder when the engine is stopped so that sufficient output can be obtained and sufficient output can be obtained for normal rotation and restart by combustion in the cylinder whose cylinder pressure is further increased. It is necessary to stop the piston at an appropriate position. Therefore, in the engine starter disclosed in Patent Document 1, the engine speed is controlled when the fuel supply is stopped so that the piston stops at an appropriate position, and the engine stop control is performed and the engine is restarted. Sometimes the stop position of the piston is detected, and if the stop position of the piston is within a range that can be restarted by combustion, restart is performed by combustion, and if it is outside this range, the restart by the starter motor is performed. Starting up.

JP 2004-124753 A

  However, in the engine starter described above, a desired intake pressure cannot be obtained due to malfunction of the throttle valve or deterioration over time, alternator control or engine performance varies, or a desired rotation speed can be obtained due to such deterioration over time. For example, the piston stop position may not be appropriately controlled within a predetermined range. In all of these cases, since the engine is restarted by the starter motor, there is a problem that the starter motor is consumed very much and the life of the starter motor is shortened.

  An object of the present invention is to provide an engine stop control device configured to stop an engine when a predetermined stop condition is satisfied and then restart the engine when a predetermined restart condition is satisfied. It is an object to provide an engine stop control device that can reduce the burden on the starter motor and extend the life of the starter motor.

  In order to achieve the above object, an engine stop control device according to the present invention is an engine stop control means for stopping fuel supply to an engine when a predetermined engine stop condition is satisfied. By reversing the engine by the combustion in the cylinder stopped in the compression stroke, generating the cylinder pressure in the cylinder stopped in the expansion stroke, and by the combustion in the cylinder in which the cylinder pressure was generated Engine stop control means for stopping the engine by controlling the piston to stop within the combustion restart range where the engine can be restarted, and detecting the piston position of the engine when the engine is stopped by the engine stop control means The piston position detecting means and the piston position detected by the piston position detecting means are not within a predetermined amount from the combustion restart range. When the engine is in the combustion return range, the cylinder is reversed in the cylinder where the piston is stopped in the expansion stroke by reversing the engine by combustion in the cylinder where the piston is stopped in the compression stroke within a predetermined time after the engine is stopped. Engine return control means for generating internal pressure and restarting the engine by combustion in the cylinder in which the in-cylinder pressure is generated, and when a predetermined engine restart condition is satisfied after the engine is stopped And engine restart control means for restarting the engine.

  In the present invention configured as above, after the engine is stopped, the engine return control means deviates from the predetermined range in which the piston can be restarted by combustion when the engine restart condition is satisfied. Even if the engine is in the combustion recovery range that can be restarted by combustion immediately after the engine stops, the engine restarts due to combustion without waiting for the engine restart condition to be satisfied within a predetermined time after the engine stops. Perform a restart. Therefore, even if it is not the optimum condition for restarting the engine by combustion after the engine is stopped, the engine operation is restored without using the starter if the specific condition is satisfied, so the frequency of use of the starter motor is reduced. be able to. Therefore, early deterioration of the starter motor can be prevented, and the life can be extended.

  In the present invention, it is preferable to further include notification control means for notifying the engine return when the engine operation is returned by the engine return control means.

  In the present invention configured as described above, the engine stop control device further includes a notification control unit, and thus prevents the user from feeling uncomfortable when the engine returns immediately after the engine is stopped by the engine return control unit. And can improve the comfort of use.

Hereinafter, an embodiment of an engine stop control device 1 of the present invention will be described with reference to the accompanying drawings.
FIG. 1 is a schematic cross-sectional view of an engine main body 2 controlled by an engine stop control device 1 according to an embodiment of the present invention, and FIG. 2 is a schematic plan view showing the engine main body 2. As shown in FIGS. 1 and 2, the engine body 2 includes a cylinder head 3 and a cylinder block 4, and a plurality of cylinders 6 </ b> A, 6 </ b> B, 6 </ b> C, and 6 </ b> D are formed in the cylinder block 4. A piston 8 is fitted in each of the cylinders 6 </ b> A to 6 </ b> D, and a combustion chamber 10 is formed above the piston 8. Each piston 8 is connected to the crankshaft 12 via a connecting rod.

A spark plug 14 is disposed at the top of the combustion chamber 10 of each cylinder 6 </ b> A to 6 </ b> D, and the tip of the plug faces the combustion chamber 10.
Further, a fuel injection valve 16 that directly injects fuel into the combustion chamber 10 is provided at a side portion of the combustion chamber 10. The fuel injection valve 16 includes a needle valve and a solenoid (not shown). When a pulse signal is input, the fuel injection valve 16 is driven and opened for a time corresponding to the pulse, and an amount corresponding to the valve opening time is set. It is configured to inject fuel. The fuel injection valve 16 is attached so as to inject fuel toward the vicinity of the spark plug 14. The fuel injection valve 16 is configured to be supplied with fuel at a pressure higher than the pressure in the fuel chamber in the compression stroke via a fuel supply passage or the like by a fuel pump (not shown).

  An intake port 18 and an exhaust port 20 are opened to the combustion chamber 10 of each cylinder 6A to 6D, and an intake valve 22 and an exhaust valve 24 are attached to the ports 18 and 20, respectively. These intake valve 22 and exhaust valve 24 are driven by a valve operating mechanism comprising a camshaft or the like (not shown). And the opening / closing timing of the intake / exhaust valve of each cylinder is set so that each cylinder performs a combustion cycle with a predetermined phase difference.

  An intake passage 26 and an exhaust passage 28 are connected to the intake port 18 and the exhaust port 20, respectively. The intake passage 26 is provided with a throttle valve 30 composed of a multiple rotary valve for adjusting the intake air amount. The throttle valve 30 is driven by an actuator 32.

  An air flow sensor 34 for detecting the amount of intake air is provided in the common intake passage 26C (FIG. 2) upstream of the surge tank 26B in the intake passage 26. Further, a crank angle sensor for detecting the rotation angle of the crankshaft 12 is provided. In this embodiment, two crank angle sensors 36 and 38 for outputting crank angle signals whose phases are shifted from each other by a certain amount are provided. ing. Further, a cam angle sensor 40 that can give a cylinder identification signal by detecting a specific rotational position of the cam shaft is provided. In addition, a water temperature sensor 42 for detecting the temperature of engine cooling water, an accelerator opening sensor 44 for detecting the accelerator opening (accelerator operation amount), and the like are attached as detection elements necessary for engine control. Yes. In addition, a starter motor 46 is provided to assist in starting the engine.

  The engine stop control device 1 includes an ECU (engine control unit) 48 as a control means, and the ECU 48 receives signals from the sensors 34, 36, 38, 40, 42, 44 and sends them to the fuel injection valve 16. A signal for controlling the fuel injection amount and the injection timing is output, an ignition timing control signal is output to the ignition device, and a signal for controlling the throttle opening is output to the actuator 32 of the throttle valve 30. Further, the ECU 48 sets an appropriate power generation amount for an alternator (not shown), outputs a drive signal thereof, and adjusts the power generation amount to change the load on the crankshaft 12.

  Further, as shown in FIG. 1, the ECU 48 stops the fuel supply and automatically stops the engine when a predetermined engine stop condition such as when the vehicle stops for 30 seconds, for example, is satisfied during engine operation. And an engine restart control means 52 for automatically restarting the engine when an engine restart condition is satisfied such as when the driver steps on the accelerator after the engine is stopped.

When the engine is stopped, the engine stop control means 50 supplies the fuel to the compression stroke cylinder in the compression stroke when the engine is stopped and ignites the combustion to cause the engine to burn. Once the engine is operated in a reverse direction, the compression pressure is increased by raising the piston of the expansion stroke cylinder in the expansion stroke when the engine is stopped, and then the combustion is performed in the expansion stroke cylinder to operate the engine in the normal rotation direction. The engine is controlled so as to be within a combustion restart range in which starting (restarting by combustion) is possible.
In this embodiment, the combustion restart range is set so that the position of the piston 8 of the cylinder that is in the expansion stroke when the engine is stopped is within a predetermined range. Specifically, the piston of the cylinder that is in the expansion stroke when the engine is stopped The crank angle of 8 is set in a range of 100 ° to 120 °.

Further, the ECU 48 restarts the engine by restarting the fuel supply immediately after the engine is stopped when the position of the piston is within the combustion return range in the vicinity of the combustion restart range after the engine is stopped. An engine return control means 58 is provided for performing control so that the operation of the engine is returned).
The combustion return range is such that if the stop position of the piston 8 when the engine is stopped passes a predetermined time after the engine stops, it cannot be restarted due to combustion, but the engine restarts due to combustion within a predetermined time after the engine stops. If the engine is started, the engine operation can be restored, and is a range deviated from the combustion restart range by a predetermined amount. In the present embodiment, the combustion return range is set to a range in which the crank angle of the piston 8 of the cylinder in the expansion stroke when the engine is stopped is 90 ° to 100 ° or 120 ° to 130 °.

Here, the restart immediately after the engine is stopped by the engine return control means 58 needs to be performed within a predetermined time after the engine is stopped. This is because when the time elapses after the engine is stopped, the temperature in the cylinder rises due to the heat from the exhaust valve, the air in the cylinder expands, and the density decreases due to the air coming out from the gap of the piston ring. This is because the output required for restart cannot be obtained when the engine is restarted. In the present embodiment, the predetermined time is set to be about 10 seconds.
With such a configuration, when the stop position of the piston 8 when the engine is stopped is within the combustion return range, the engine return control means 58 waits for the engine restart condition such as the driver to step on the accelerator. Instead, control is performed so that the combustion is resumed and the engine operation is restored within a predetermined time after the engine is stopped.

  Further, the engine stop control device 1 is provided with notifying means 60 for notifying the driver when the engine combustion return control is performed by the engine return control means 58. The ECU 48 also has a notification control unit 62 that notifies the notification unit 60 that the engine combustion return control has been performed. Here, the notification means 60 may be, for example, notification by sound such as a buzzer, notification by display such as lamp lighting, or a combination thereof.

  The engine restart control means 52, when it is determined that the position of the piston is within the combustion restart range, combustion start control means 54 for restarting the engine by combustion when the engine restart condition is satisfied, Starter assist start control means 56 for starting the engine by the starter motor 46 when the engine restart condition is satisfied when it is determined that the position of the piston is outside the combustion restart range and the combustion return range. .

  When the stop position of the piston 8 is within the combustion restart range when the engine is restarted, the combustion start control means 54 first performs combustion on the compression stroke cylinder when the engine is stopped to push down the piston, and the expansion stroke. The cylinder pressure is increased by raising the piston in the cylinder, and then the fuel is injected into the expansion stroke cylinder so that ignition and combustion are performed. Then, combustion air is present in the combustion chamber after the initial combustion in the compression stroke cylinder, and fuel corresponding to the amount of air is supplied at an appropriate time after the initial combustion, so that the cylinder turns into piston rise and compresses. Control is performed so that re-combustion is performed in the cylinder when the top dead center is exceeded.

The engine stop control by the engine stop control device 1 of the present embodiment will be described based on the flowchart of FIG. FIG. 4 shows the relationship between the piston top dead center engine speed (TDC engine speed) Ne, intake pressure (TDC intake pressure) Bt, and opening degree K of the throttle valve 30 when the engine is stopped. Indicates.
As shown in FIG. 3, first, in a state where the engine is operating, the ECU 48 determines in step S11 whether or not a condition for temporarily stopping the engine, that is, an idle stop condition is satisfied. This determination is made based on the vehicle speed, engine temperature (engine cooling water temperature), etc., and in this embodiment, the vehicle speed of 0 stops for a predetermined time or more, and the engine temperature is within a predetermined range. Furthermore, the idle stop condition is satisfied that there is no particular inconvenience in stopping the engine.

  When the idle stop condition is satisfied, the process proceeds to step S12, and the target speed of the engine is controlled to the set speed, and the opening degree of the throttle valve 30 is adjusted so that the intake pressure is stabilized at a predetermined pressure. I do. In step S13, it is determined whether an engine stop condition is satisfied. This determination is made based on the engine speed, and the engine stop condition is satisfied when the engine speed is stabilized at the target speed. If YES in step S13, that is, if the engine stop condition is satisfied, the process proceeds to step S14, and fuel supply to each cylinder of the engine is stopped. As a result, as shown after t1 in FIG. 4, the TDC engine speed Ne gradually decreases.

  Next, in step S15, engine stop control for stopping the piston 8 at a predetermined position is started. In this engine stop control, the throttle valve 30 is opened to a predetermined opening (t1 in FIG. 4), and this state is maintained until the TDC engine rotational speed becomes equal to or lower than the predetermined rotational speed. Is closed (t2 in FIG. 4). Further, the power generation of the alternator is stopped to reduce the rotational resistance of the crankshaft 12, and the TDC engine speed is adjusted so that the position of each piston 8 is within the combustion restart range when the engine is stopped. When the ECU 48 continues the engine stop control, as shown after time t3 in FIG. 4, the piston 8 repeats reverse rotation and forward rotation and stops at a position where the air pressure balance between the compression stroke cylinder and the expansion stroke cylinder is balanced ( T4 in FIG.

In step S16, the ECU 48 waits for the engine to stop, but detects the stop position of the piston 8 by detecting the operation of the piston 8 from immediately before the piston 8 is completely stopped until it stops. To do.
FIG. 5 shows a routine for detecting the stop position of the piston 8 of each cylinder. When this routine is started, the ECU 48 checks the first crank angle signal CA1 (signal from the first crank angle sensor 36) and the second crank angle signal CA2 (signal from the second crank angle sensor 38) in step S31. Then, it is determined whether the second crank angle signal CA2 is Low when the first crank signal CA1 rises or the second crank angle signal CA2 is High when the first crank angle signal CA1 falls. In short, by determining whether the phase relationship between these signals CA1 and CA2 is as shown in FIG. 6A or 6B, it is possible to determine whether the engine is rotating forward or reverse. Determine.

  That is, during forward rotation of the engine, as shown in FIG. 6A, the second crank signals CA2 are delayed in phase by about a half pulse width with respect to the first crank angle signal CA1, so the first crank angle signal The second crank angle signal CA2 becomes Low when CA1 rises, and the second crank angle signal CA2 becomes High when the first crank angle signal CA1 falls. On the other hand, at the time of reverse rotation of the engine, as shown in FIG. 6B, the second crank angle signal CA2 has a phase of about a half pulse width with respect to the first crank angle signal CA1, so Conversely, the second crank angle signal CA2 becomes High when the first crank signal CA1 rises, and the second crank signal CA2 becomes Low when the first crank angle signal CA1 falls. Therefore, if the determination in step S31 is YES, the process proceeds to step S32, the CA counter for measuring the crank angle change in the forward rotation direction of the engine is increased, and if the determination in step S31 is NO, step S33 is performed. Proceed to, and decrease the CA counter. Then, the stop position can be obtained by examining the value of the CA counter when the engine is stopped.

  If YES in step S16, that is, if the engine stops, the ECU 48 proceeds to step S17 to determine whether or not the stop position of the piston 8 of the cylinder in the expansion stroke when the engine is stopped is within the combustion restart range. If YES in step S17, that is, the position of the piston 8 is within the combustion restart range, that is, if the crank angle detected by the first crank angle sensor 36 and the second crank angle sensor 38 is 100 ° to 120 °, The ECU 48 determines that the engine can be restarted by combustion, and performs engine restart control by combustion after the engine restart condition is satisfied in step S18.

In the engine combustion restart control, first, it waits until an engine restart condition is satisfied. The case where the engine restart condition is satisfied includes, for example, a case where an accelerator operation for starting is performed from a stopped state, a case where the battery voltage is lowered, and the like.
When the engine restart condition is satisfied, the air amounts of the compression stroke cylinder and the expansion stroke cylinder are calculated based on the stop position of the piston. Next, fuel is injected so that the inside of the compression stroke cylinder and the expansion stroke cylinder has a predetermined air-fuel ratio based on the calculated air amounts of the compression stroke cylinder and the expansion stroke cylinder. In this case, the air-fuel ratios of the compression stroke cylinder and the expansion stroke cylinder are obtained from maps created in accordance with the piston stop positions. Each map is set in advance so that the air-fuel ratio of the compression stroke cylinder and the expansion stroke cylinder is substantially the stoichiometric air-fuel ratio or an air-fuel ratio slightly richer than that.

After the fuel injection, the compression stroke cylinder is ignited after elapse of a time set in consideration of the fuel vaporization time. Then, it was determined whether or not the piston was moved depending on whether or not the edge of the crank angle sensor (rise or fall of the crank angle signal) was detected within a certain time after ignition, and the piston did not move due to misfire. In this case, reignition is repeatedly performed on the compression stroke cylinder.
When the edge of the crank angle sensor is detected, the expansion stroke cylinder is ignited after a predetermined delay time elapses after the edge detection. The delay time is obtained from the map according to the stop position of the piston. Thereafter, the routine shifts to normal engine control.

If NO in step S17, that is, if the position of the piston 8 is outside the combustion restart range, the ECU 48 proceeds to step S19, where the position of the piston 8 of the cylinder in the expansion stroke when the engine is stopped is within the combustion return range. It is determined whether or not there is.
In step S19, YES, that is, the piston positions detected by the first crank angle sensor 36 and the second crank angle sensor 38 are within the combustion return range, that is, in the present embodiment, the crank angle is 90 ° to 100 ° or 120 ° to 130 °. If it is within the range, the engine combustion return control is performed immediately after the engine is stopped (within 10 seconds).

In engine combustion return control, control similar to engine restart control is performed. First, the air amounts of the compression stroke cylinder and the expansion stroke cylinder are calculated based on the stop position of the piston.
Subsequently, in step S20, fuel is injected so that the compression stroke cylinder and the expansion stroke cylinder have a predetermined air-fuel ratio based on the calculated air amounts of the compression stroke cylinder and the expansion stroke cylinder. In this case, the air-fuel ratios of the compression stroke cylinder and the expansion stroke cylinder are obtained from maps created in accordance with the piston stop positions. Each map is set in advance so that the air-fuel ratio of the compression stroke cylinder and the expansion stroke cylinder is substantially the stoichiometric air-fuel ratio or an air-fuel ratio slightly richer than that.

In step S21, the compression stroke cylinder is ignited after elapse of a time set after fuel injection in consideration of fuel vaporization time. In step S22, it is determined whether or not the piston has moved based on whether or not an edge of the crank angle sensor (rise or fall of the crank angle signal) has been detected within a predetermined time after ignition. If NO in step S22, that is, if the piston does not move due to misfire, the process proceeds to step S23, and reignition is repeatedly performed on the compression stroke cylinder.
When YES in step S22, that is, when the edge of the crank angle sensor is detected, the process proceeds to step S24, and the expansion stroke cylinder is ignited after a predetermined delay time has elapsed after the edge detection. The delay time is obtained from the map according to the stop position of the piston.

  In step S25, the notification means 60 informs the driver that the engine combustion return control has been performed, and then the process proceeds to step S26 to shift to normal control.

  In step S19 described above, if the position of the piston 8 of the cylinder in the expansion stroke when the engine is stopped is out of the combustion restart range and out of the combustion return range, the ECU 48 indicates that the stop position of the piston 8 is It is determined that the engine cannot be restarted due to combustion, and the process proceeds to step S27 where starter assist restart control is performed by the starter motor 46.

In the engine restart by the starter assist in step S27, the ECU 48 first waits until the engine restart condition is satisfied, similarly to the engine combustion restart control. When the engine restart condition is satisfied, the ECU 48 starts driving the starter motor 46, calculates the air amount of the compression stroke cylinder and the expansion stroke cylinder based on the stop position of the piston 8, and determines the compression stroke cylinder and the expansion stroke cylinder. An amount of fuel is injected such that each air-fuel ratio is close to the theoretical air-fuel ratio. Then, after the time set in consideration of the fuel vaporization time has elapsed after the fuel injection of the expansion stroke cylinder, the cylinder is ignited.
Next, the compression stroke cylinder is ignited when the predetermined crank angle is reached. Then, the drive of the starter motor 46 is stopped, and the normal control is started. At this time, since the position of the piston 8 can be grasped in advance by the crank angle sensors 36 and 38, fuel can be injected simultaneously with the starter motor 46 starting, so that the engine can be started quickly.

According to the present embodiment configured as described above, the following excellent effects can be obtained.
When the piston 8 of the cylinder in the expansion stroke after the engine is stopped is within the combustion return range, the engine return control means 58 does not leave the engine for a predetermined time or more after the engine stops, and immediately restarts the combustion to return the engine operation.
Therefore, even when the engine start by the conventional starter motor 46 is necessary, the engine operation can be restored by combustion, so that the frequency of use of the starter motor 46 can be reduced. Accordingly, early deterioration of the starter motor 46 can be prevented, and the life can be extended. Further, the reliability of the starter motor 46 can be ensured.
In addition, since the frequency of engine start using the starter motor 46 is reduced, noise during engine start can be suppressed, and the comfort of the vehicle can be improved.

  Since the notification control means 62 is provided, the notification means 60 can notify the driver that the engine combustion return control by combustion has been performed. Therefore, even if the engine is restarted immediately after the engine is stopped by the engine combustion return control, it is possible to prevent the driver from feeling uncomfortable.

  The present invention is not limited to the above-described embodiment, and for example, the notification unit may not necessarily be provided.

It is a schematic sectional drawing of the engine provided with the engine stop control apparatus by one Embodiment of this invention. 1 is a schematic plan view showing an engine according to an embodiment of the present invention. It is a flowchart of the engine stop control by an engine stop control apparatus. It is a figure which shows the change of the engine speed at the time of an engine stop, intake pressure, and the opening degree of a throttle valve. It is a flowchart which shows the process for detecting a piston position. The crank angle signals from the two crank angle sensors are shown, in which (A) is a signal at the time of forward rotation of the engine and (B) is a signal at the time of reverse rotation of the engine.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine stop control apparatus 2 Engine main body 6A-6D Cylinder 8 Piston 50 Engine stop control means 52 Engine restart control means 58 Engine return control means 60 Notification means 62 Notification control means

Claims (2)

Engine stop control means for stopping the fuel supply to the engine when a predetermined engine stop condition is satisfied, and the engine is reversed by combustion in a cylinder in which the piston is stopped in the compression stroke when the engine is stopped. The piston is generated within a combustion restart range in which a cylinder pressure is generated in the cylinder where the piston is stopped in the expansion stroke, and the engine can be restarted by combustion in the cylinder in which the cylinder pressure is generated. Engine stop control means for controlling to stop and stopping the engine;
A piston position detecting means for detecting a piston position of the engine when the engine is stopped by the engine stop control means;
When the piston position of the cylinder in the expansion stroke when the engine is stopped, detected by the piston position detection means, is within the combustion return range deviated from the combustion restart range by a predetermined amount , the air density in the cylinder after the engine is stopped By performing combustion in a cylinder in which the piston is stopped in the compression stroke without satisfying a predetermined engine restart condition within a predetermined time until the output required for engine restart cannot be obtained due to the decrease. An engine return that reverses the engine to generate cylinder pressure in the cylinder where the piston is stopped in the expansion stroke, and restarts the engine by combustion in the cylinder in which the cylinder pressure is generated to restore the engine operation. and control means, with a,
An engine stop control device. When the engine return control means returns the operation of the engine, it further comprises notification control means for notifying the engine return,
The engine stop control device according to claim 1.

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