JP6237756B2 - Engine stop control device - Google Patents

Description

  The present invention relates to an engine stop control device.

  Conventionally, when the vehicle is temporarily stopped due to a signal or the like, the engine is temporarily stopped when a predetermined engine stop condition is satisfied, and then the engine is restarted according to the throttle operation at the time of restart (idling stop). Control is known.

  In this idle stop control, when the engine is temporarily stopped, it is preferable to arrange the crankshaft at a predetermined crank angle in order to improve startability at the time of restart.

  Therefore, the conventional engine start control device executes “rewind control” in which the motor is driven “after the engine is stopped” to reverse the crankshaft to a predetermined crank angle.

JP 2011-21588 A

  Since the conventional engine start control device performs “rewinding control” by reversing the crankshaft once stopped, a motor capable of reversing the crankshaft is required.

  When this crankshaft reversing motor is also used as a starter motor, a circuit for reversing the starter motor is additionally required. On the other hand, when a crankshaft reversing motor is provided independently of the starter motor, the number of motors itself increases and the number of parts connecting the motor and the crankshaft also increases.

  By the way, in the idle stop control, when it is unclear whether the engine is stopped in the compression stroke, the explosion stroke, the exhaust stroke, or the intake stroke, it is necessary to rotate the crankshaft in order to determine the stroke at the time of restart. Occurs excessively, and the time required for restarting becomes longer.

  On the other hand, in the idle stop control, if the stroke to be stopped changes every time the engine is stopped, even if the stroke is determined, the time required for restarting varies irregularly.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an engine stop control device that can always stop the engine in the compression stroke by assisting the forward rotation of the crankshaft, thereby shortening the time required for restart and making it substantially constant. And

In order to solve the above-described problems, an engine stop control device according to the present invention includes a motor connected to an engine crankshaft, and after the engine stop control is started under a predetermined engine stop condition, the motor is temporarily stopped. The crankshaft is driven either automatically to assist the rotation of the crankshaft that is still rotating forward, or not to assist the rotation of the crankshaft that is still rotating normally while the motor is stopped. And a control device that stops the motor in the compression stroke, and the control device determines execution of temporary driving of the motor when the angular velocity of the crankshaft becomes smaller than the angular velocity that can reach the compression stroke. assist the rotation of the crankshaft Te, not assist the rotation of the crank shaft to determine the non-execution of the drive of the motor in the other cases, the motor is of the one-way And wherein can be driven. An engine stop control device according to the present invention includes a motor connected to an engine crankshaft, and after the engine stop control is started under predetermined engine stop conditions, the motor is temporarily driven. The crankshaft is stopped in the compression stroke by either assisting the rotation of the crankshaft that is still rotating forward or not assisting the rotation of the crankshaft that is still rotating forward while the motor is stopped. A control device for controlling the crankshaft to determine execution of temporary driving of the motor when the angular velocity of the crankshaft becomes smaller than the angular velocity at which the crankshaft can reach the compression stroke. In other cases, it is determined that driving of the motor is not performed, and the rotation of the crankshaft is not assisted. During rotating the crankshaft of approximately 270 degrees from reaching the reduced top dead center, characterized in that by monitoring the angular velocity of the crankshaft it is determined whether or not to perform a temporary driving of the motor.

  According to the present invention, it is possible to provide an engine stop control device that can always stop the engine in the compression stroke by assisting the forward rotation of the crankshaft, thereby shortening the time required for restart and making it substantially constant.

1 is a left side view showing a motorcycle to which an engine stop control device according to an embodiment of the present invention is applied. The block diagram which shows the control apparatus of the motorcycle which concerns on embodiment of this invention. The conceptual diagram which shows the stop process control which the stop control apparatus which concerns on embodiment of this invention performs. The flowchart which shows the stop process control function which the stop control apparatus which concerns on embodiment of this invention performs.

  An embodiment of an engine stop control device according to the present invention will be described with reference to FIGS.

  FIG. 1 is a left side view showing a motorcycle to which an engine stop control device according to an embodiment of the present invention is applied.

  In the present embodiment, front and rear, top and bottom, and left and right expressions are based on a rider who rides the motorcycle 1 and is a user of the motorcycle 1.

  As shown in FIG. 1, the motorcycle 1 according to this embodiment is a scooter type. The motorcycle 1 is a so-called underbone body frame 2, a front wheel 5 disposed in front of the body frame 2, and is supported to be swingable in the left-right direction with respect to the body frame 2 so that the front wheel 5 can rotate. A steering mechanism 6 to be supported, a rear wheel 7 disposed behind the vehicle body frame 2, a rear wheel 7 that is supported so as to be swingable in the vertical direction with respect to the vehicle body frame 2, and rotatably supports the engine 8; A power unit 11 integrally including a transmission device 9, a vehicle body cover 12 covering the vehicle body frame 2, and a seat 13 on which a rider can be seated are provided.

  The vehicle body frame 2 includes a plurality of steel hollow tubes combined together. Specifically, the vehicle body frame 2 includes a head pipe 15 disposed in the upper front portion, a down tube 16 connected to the head pipe 15, and a cross member 17 connected to the rear end portion of the down tube 16. A pair of left and right seat rails 18 connected to the vicinity of the left and right ends of the member 17.

  The head pipe 15 supports the steering mechanism 6 so as to be steerable in the left-right direction of the vehicle. The down tube 16 extends rearward from the front upper end connected to the head pipe 15 while being inclined downward and bent in an L-letter shape in a side view. The cross member 17 extends from the central portion connected to the down tube 16 in the left and right directions of the vehicle. The left and right seat rails 18 extend rearward and upward from the front lower end connected to the cross member 17, and include a front half portion having a large slope and a rear half portion having a small slope.

  The steering mechanism 6 includes an internal suspension mechanism (not shown), a pair of left and right front forks 19 that rotatably support the front wheels 5, a front fender 20 that covers the front wheels 5, and a top portion of the front forks 19. A pair of left and right handles 21 to be connected. The motorcycle 1 turns when the rider steers the handle 21 left and right. A handle 21 on the right side of the vehicle is an accelerator grip 21a.

  The power unit 11 also serves as a swing arm. Further, the power unit 11 is connected to the cross member 17 via the link member 22. The link member 22 supports the power unit 11 so as to be swingable with respect to the pivot shaft 23. The rear cushion unit 25 is installed between the power unit 11 and the vehicle body frame 2 that are separated from each other, and buffers the force transmitted from the rear wheel 7 to the vehicle body frame 2.

  The engine 8 is a small displacement of 50 cc class or 125 cc class, for example, a four-cycle internal combustion engine, and directs the center line of a cylinder (not shown) in the front-rear direction of the motorcycle 1.

  The intake system 26 is disposed above the power unit 11 and supplies an air-fuel mixture (fuel / air mixture) to the engine 8. The intake system 26 includes an air cleaner 27, an outlet pipe 28, a fuel injection device 29, and an intake pipe 31 in order from the upstream side.

  The rear wheel 7 obtains driving force from the engine 8 via the transmission device 9.

  The vehicle body cover 12 is a design surface that covers the vehicle body frame 2, and adjusts the appearance of the motorcycle 1. The vehicle body cover 12 includes a handle cover 33, a front leg shield 35, a footboard 36, a frame center cover 37, a frame side cover 38, and a frame lower cover 39, which are each made of synthetic resin and connected to each other.

  The front leg shield 35 faces the rear side of the seat 13 and shields the traveling wind to protect the rider's legs.

  The footboard 36 is a large cover connected to the front leg shield 35, the frame center cover 37, and the frame lower cover 39, and includes a footrest portion 41 on which a rider straddling the seat 13 bends a knee and places a foot.

  The frame side cover 38 has a pair of left and right sides and covers the respective side surfaces below the seat 13.

  The frame lower cover 39 covers the lower part of the foot board 36.

  The seat 13 includes a front half portion 13a where a rider sits by bending a knee while keeping his feet and knees aligned with the footrest portion 41, and a rear half portion 13b where a passenger sits. Further, the seat 13 covers the upper portion of the storage box 42 and the fuel tank 43 and is connected to the frame side cover 38.

  The rear fender 45 extends rearward from the lower side of the fuel tank 43 and covers the upper side of the rear wheel 7.

  Next, the stop control device 51 of the engine 8 will be described in detail.

  FIG. 2 is a block diagram showing a motorcycle control apparatus according to an embodiment of the present invention.

  As shown in FIG. 2, the motorcycle 1 according to the present embodiment stops the engine 8 by shutting off the power supply and the ignition switch 53 that opens and closes with an ignition key (not shown) centered on the control device 52. A kill switch 55, a throttle position sensor 56 for measuring the opening of a throttle valve (not shown), a water temperature sensor 57 for measuring the coolant temperature of the engine 8, and a start command based on the start operation of the engine 8. A starter switch 58 for outputting and a brake switch 59 for detecting whether or not a brake (not shown) is operated are provided.

  The motorcycle 1 includes a crank angle sensor 62 that measures the crank angle of the crankshaft 61 of the engine 8, a vehicle speed sensor 63 that measures the angular speed of the rear wheel 7 using the transmission device 9, and a starter connected to the crankshaft 61. A motor 65, a starter motor relay 66 that supplies power to or interrupts the starter motor 65, a spark plug 67 that ignites the air-fuel mixture in the engine 8, a fuel injector 68 that supplies the air-fuel mixture to the engine 8, and a battery 69 And comprising.

  The control device 52 includes a microcomputer and includes a central processing unit (not shown), a memory (not shown), and an I / O unit (not shown). The memory stores in advance data such as a control program executed by the central processing unit and constants necessary for executing the control program. The memory is used as a data storage area and a work area for temporarily storing calculation data of the central processing unit. The control device 52 has an idle stop control function for performing idle stop control as one of the control programs.

  The power supply of the control device 52 is performed directly from the battery 69 or indirectly from the battery 69 through the ignition switch 53 and the kill switch 55 in order. The control device 52 receives signals from a throttle position sensor 56, a water temperature sensor 57, a starter switch 58, a brake switch 59, a crank angle sensor 62, and a vehicle speed sensor 63. Further, the control device 52 outputs a control signal to the starter motor relay 66, the spark plug 67, and the fuel injection device 29 based on these power supply and input signals.

  The crank angle sensor 62 measures the crank angle by measuring the rotation of the crankshaft 61 and a camshaft (not shown) linked to the crankshaft 61, and the engine 8 is used for the compression stroke, the explosion stroke, the exhaust stroke, and the intake stroke. The process is detected and the measurement result and the detection result are output to the control device 52. The determination of which stroke the engine 8 is in may be made on the control device 52 side based on the measurement result of the crank angle.

  The starter motor relay 66 opens and closes an electric circuit that electrically connects the starter motor 65 and the battery 69 to supply power to or interrupt the starter motor 65.

  The starter motor 65 starts the engine 8 by rotating the stopped crankshaft 61 in the normal direction. The starter motor 65 does not need to be able to drive the crankshaft 61 in the reverse direction, and does not require an electric circuit for that purpose or a mechanism that mediates mechanical connection with the crankshaft 61.

  The stop control device 51 includes a starter motor 65, a crank angle sensor 62, a starter motor relay 66, and a control device 52. The stop control device 51 controls the crank angle sensor 62, the starter motor 65, and the starter motor relay 66 when the control device 52 performs the idle stop control, thereby assisting the forward rotation of the crankshaft 61 and causing the engine 8 to operate. Always stop in the compression stroke. This series of controls performed by the stop control device 51 is referred to as “stop stroke control”. The stop stroke control may be a part of the idle stop control or may be a separate function that cooperates with the idle stop control. The stop stroke control is incorporated in the control device 52 as a stop stroke control function.

  That is, the stop control device 51 includes a starter motor 65 connected to the crankshaft 61 of the engine 8, a crank angle sensor 62 that measures the crank angle of the crankshaft 61, and a starter that supplies power to or shuts off the starter motor 65. After the motor relay 66 and stop control of the engine 8 are started under predetermined engine stop conditions, the starter motor 65 is temporarily driven to accelerate or maintain the angular speed of the crankshaft 61 that is still rotating forward (rotation is performed). And a control device 52 that stops the crankshaft 61 in the compression stroke.

  Next, stop stroke control performed by the stop control device 51 will be described.

  FIG. 3 is a conceptual diagram showing stop stroke control performed by the stop control device according to the embodiment of the present invention.

  As shown in FIG. 3, the engine 8 according to the present embodiment sucks an air-fuel mixture into a cylinder (not shown), compresses the air-fuel mixture, ignites and explodes the compressed air-fuel mixture, and generates combustion gas. A series of operations (cycles) until exhaust is a four-stroke engine in which a piston (not shown) is raised and lowered twice, that is, the crankshaft 61 is rotated twice during one cycle.

  The stop stroke control is performed after the control device 52 starts the idle stop control under a predetermined engine stop condition and then at the end of the compression stroke, that is, after the piston reaches the compression top dead center (a1). The angular velocity ω of the crankshaft 61 is monitored halfway, that is, during a period in which the crankshaft 61 rotates about 270 degrees (a2) (section A in FIG. 3). At this time, the stop stroke control determines whether or not the angular velocity ω of the crankshaft 61 has become smaller than the angular velocity α1 that can reach the compression stroke.

In the stop stroke control, when the angular velocity ω of the crankshaft 61 in the section A becomes smaller than the angular velocity α1 at which the crankshaft 61 can reach the compression stroke, more specifically, at least one section from the exhaust stroke to the intake stroke, more specifically, the exhaust stroke control. During the period from the first half of the stroke (b1) to the end of the intake stroke (b2), the starter motor 65 is temporarily driven (section B in FIG. 3). At this time, the stop stroke control assists the rotation of the crankshaft 61 by the temporary drive of the starter motor 65 until the angular velocity α1 that can reach the compression stroke is equal to or higher than the angular velocity α2 that overcomes the compression top dead center. To do.
The rotation assistance of the crankshaft 61 is sufficient if the angular velocity ω of the crankshaft 61 is equal to or higher than the angular velocity α1 at which the crankshaft 61 can reach the compression stroke and smaller than the angular velocity α2 overcoming the compression top dead center during the stroke section B. Accelerating the angular velocity ω, maintaining it, or relaxing the deceleration (releasing the negative angular acceleration) may be used. Further, the rotation assistance of the crankshaft 61 may be performed by dividing the starter motor 65 temporarily into a plurality of times. This rotation assist control of the crankshaft 61 is based on the change per unit time of the crank angle measured by the crank angle sensor 62.

  The crankshaft 61 thus assisted in rotation reaches the compression stroke. Then, after reaching the compression stroke, the crankshaft 61 is braked by the compression reaction force applied to the piston, and finally starts to reverse and stops at any crank angle of the compression stroke.

  The stop stroke control is repeatedly performed at every cycle of the engine 8 during the idle stop control period.

  The stop stroke control will be further described.

  FIG. 4 is a flowchart showing a stop stroke control function performed by the stop control device according to the embodiment of the present invention.

  As shown in FIG. 4, the control device 52 of the stop control device 51 according to the present embodiment is a period during which the crankshaft 61 rotates about 270 degrees after the piston (not shown) of the engine 8 reaches the compression top dead center. Then, the angular speed of the crankshaft 61 is monitored to determine whether or not the starter motor 65 is temporarily driven.

  Further, the control device 52 determines that the starter motor 65 is temporarily driven when the angular velocity of the crankshaft 61 becomes smaller than the angular velocity at which the crankshaft 61 can reach the compression stroke.

  Further, the control device 52 temporarily drives the starter motor 65 in at least one section from the exhaust stroke to the intake stroke.

  Furthermore, the control device 52 assists the rotation of the crankshaft 61 by the temporary drive of the starter motor 65 until the angular speed is equal to or higher than the angular speed at which the compression stroke can be reached and smaller than the angular speed over the compression top dead center.

  The stop stroke control function by the control device 52 will be specifically described in detail.

  In order to simplify the following description, when the piston is at the compression top dead center, the crank angle is 0 degree as a reference, and a section greater than 0 degree and below the next bottom dead center (crank angle 180 degrees) is defined. In the compression stroke, the section greater than 180 degrees and below the top dead center (crank angle 360 degrees) is the exhaust stroke, and the section greater than 360 degrees and below the next bottom dead center (crank angle 540 degrees) is the intake stroke from 540 degrees. A section that is largely below the bottom dead center (crank angle 720 degrees) is defined as a compression stroke. Further, when the crankshaft 61 rotates twice and the crank angle reaches 720 degrees, that is, when the piston reaches the compression top dead center again, the crank angle is returned to 0 degrees.

  First, the control device 52 starts idling stop control when a predetermined engine stop condition is satisfied after the motorcycle 1 temporarily stops due to a signal or the like. At this time, the stop control device 51 starts stop stroke control.

  When the stop stroke control is started, in step S1, the control device 52 acquires the current crank angle θ from the crank angle sensor 62, and the crank angle θ is not less than 0 degrees and not more than 270 degrees (that is, compression top dead). It is determined whether the exhaust stroke is in the middle (from the point). If the crank angle θ is not less than 0 degrees and not more than 270 degrees, the control device 52 advances the control to step S2. Otherwise, the control device 52 advances the control to step S5.

  In step S2, the control device 52 calculates the current angular velocity ω of the crankshaft 61, and determines whether or not the calculated current angular velocity ω of the crankshaft 61 is smaller than the angular velocity α1 that can reach the compression stroke. If the current angular velocity ω of the crankshaft 61 is smaller than the angular velocity α1 at which the crankshaft 61 can reach the compression stroke, the control device 52 advances the control to step S3. Otherwise, the control device 52 advances the control to step S4. Note that the control device 52 sequentially acquires the measurement results of the crank angle sensor 62 in order to calculate the current angular velocity ω of the crankshaft 61.

  In step S3, the control device 52 stores information indicating that it is necessary to assist the rotation of the crankshaft 61 (rotation assist ON information), and proceeds to step S6.

  In step S4, the control device 52 stores information indicating that it is not necessary to assist the rotation of the crankshaft 61 (rotation assist OFF information), and the control proceeds to step S6.

  On the other hand, in step S5, the control device 52 acquires the current crank angle θ from the crank angle sensor 62, and determines whether or not the acquired crank angle θ exceeds 540 degrees (that is, the compression stroke exceeds the intake stroke). Or not). If the crank angle θ exceeds 540 degrees, the control device 52 advances the control to step S4. Otherwise, the control device 52 advances the control to step S6.

  Next, in step S <b> 6, the control device 52 determines whether to start the starter motor 65. Specifically, the control device 52 acquires the current crank angle θ from the crank angle sensor 62, and determines whether the crank angle θ is not less than 225 degrees and not more than 540 degrees (that is, from the first half of the exhaust stroke to the intake stroke). It is determined whether or not rotation assist ON information is stored. If the crank angle θ is not less than 225 degrees and not more than 540 degrees and the rotation assist ON information is stored, the control device 52 advances the control to step S7. Otherwise, the control device 52 advances the control to step S8.

  In step S7, the control device 52 closes the starter motor relay 66 to drive the starter motor 65, and advances the control to step S9.

  In step S8, the control device 52 opens the starter motor relay 66 to cut off the power supply to the starter motor 65 and ends the stop stroke control.

  In step S9, the control device 52 calculates the current angular velocity ω of the crankshaft 61, and determines whether or not the calculated current angular velocity ω of the crankshaft 61 is smaller than the angular velocity α2 overcoming the compression top dead center. If the current angular velocity ω of the crankshaft 61 is smaller than the angular velocity α2 overcoming the compression top dead center, the control device 52 ends the stop stroke control. Otherwise, the control device 52 advances the control to step S8.

  The stop control device 51 of the engine 8 according to this embodiment does not perform “rewinding control” by reversing the crankshaft 61 once stopped, unlike the conventional engine start control device. By assisting the rotation of the shaft 61 by the starter motor 65, the engine 8 can be stopped in the compression stroke. As a result, the stop control device 51 of the engine 8 does not need to use the crankshaft reversing motor as the starter motor 65, and does not require a circuit for reversing the starter motor 65. Further, it is not necessary to provide a crankshaft reversing motor independently of the starter motor 65, the number of motors itself is not increased, and the number of parts connecting the crankshaft reversing motor and the crankshaft 61 is increased. There is nothing. That is, the stop control device 51 of the engine 8 can stop the engine 8 in the compression stroke by applying the stop stroke control to the starter motor 65 that starts the engine 8.

  Further, the stop control device 51 for the engine 8 according to the present embodiment stops the engine 8 in the compression stroke by assisting the rotation of the crankshaft 61 with the starter motor 65, so that the stroke is determined at the restart in the idle stop control. This eliminates the need for extra operations to reduce the time required for restarting.

  Furthermore, since the stop control device 51 for the engine 8 according to the present embodiment always stops the engine 8 in the compression stroke by assisting the rotation of the crankshaft 61 with the starter motor 65, the time taken until restart is substantially constant. become.

  Furthermore, the stop control device 51 of the engine 8 according to the present embodiment determines whether or not the starter motor 65 is temporarily driven during a period in which the crankshaft 61 rotates about 270 degrees from the compression top dead center. Therefore, whether or not it is necessary to assist the rotation of the crankshaft 61 can be determined with a margin early in one cycle (the first half of the explosion stroke and the exhaust stroke).

  Further, the stop control device 51 of the engine 8 according to the present embodiment determines whether the angular velocity ω of the crankshaft 61 is smaller than the angular velocity α1 at which the crankshaft 61 can reach the compression stroke as to whether or not the starter motor 65 is temporarily driven. Since the determination is based on whether or not, the crankshaft 61 can surely reach the compression stroke.

  Further, the stop control device 51 of the engine 8 according to the present embodiment performs the temporary drive of the starter motor 65 in the section from the exhaust stroke to the intake stroke, that is, in the stroke section as close as possible to the compression stroke. By performing rotation assistance, the crankshaft 61 can be more reliably reached the compression stroke.

  Furthermore, the stop control device 51 of the engine 8 according to the present embodiment assists the rotation of the crankshaft 61 until the angular velocity α1 reaches the compression stroke or higher and is smaller than the angular velocity α2 overcoming the compression top dead center. As a result, the crankshaft 61 can be more reliably reached the compression stroke, and it can be prevented that the crankshaft 61 gets over the compression stroke and the time required for stopping becomes longer.

  Further, the stop control device 51 of the engine 8 according to the present embodiment can perform the stop stroke control by the starter motor 65 that can be driven only in one direction, so that it is an inexpensive starter motor that does not have a circuit or mechanism for reverse rotation. 65 can be used.

  Therefore, according to the stop control device 51 for the engine 8 according to the present embodiment, the engine 8 is always stopped in the compression stroke by assisting the forward rotation of the crankshaft 61, and the restart time is shortened and substantially reduced. Can be constant.

  The stop control device 51 is not limited to the engine 8 of the scooter type motorcycle 1 but may be a super sport or an off-road type.

DESCRIPTION OF SYMBOLS 1 ... Motorcycle, 2 ... Body frame, 5 ... Front wheel, 6 ... Steering mechanism, 7 ... Rear wheel, 8 ... Engine, 9 ... Transmission device, 11 ... Power unit, 12 ... Body cover, 13 ... Seat, 13a ... Front half 13b ... latter half, 15 ... head pipe, 16 ... down tube, 17 ... cross member, 18 ... seat rail, 19 ... front fork, 20 ... front fender, 21 ... handle, 21a ... accelerator grip, 22 ... link member, 23 ... Pivot shaft, 25 ... Rear cushion unit, 26 ... Intake system, 27 ... Air cleaner, 28 ... Outlet pipe, 29 ... Fuel injection device, 31 ... Intake pipe, 33 ... Handle cover, 35 ... Front leg shield, 36 ... Foot Board, 37 ... Frame center cover, 38 ... Frame side cover, 39 ... Frame Cover, 41 ... Footrest, 42 ... Storage box, 43 ... Fuel tank, 45 ... Rear fender, 51 ... Stop control device, 52 ... Control device, 53 ... Ignition switch, 55 ... Kill switch, 56 ... Throttle position sensor, 57 Water temperature sensor, 58 ... Starter switch, 59 ... Brake switch, 61 ... Crankshaft, 62 ... Crank angle sensor, 63 ... Vehicle speed sensor, 65 ... Starter motor, 66 ... Starter motor relay, 67 ... Spark plug, 68 ... Fuel injection , 69 ... Battery.

Claims (4)

A motor connected to the crankshaft of the engine;
After starting the engine stop control under a predetermined engine stop condition, the motor is temporarily driven to assist the rotation of the crankshaft that is still rotating forward, and the motor is still stopped. A control device that stops the crankshaft in a compression stroke by not assisting rotation of the crankshaft during normal rotation,
The control device assists the rotation of the crankshaft by determining the temporary drive of the motor when the angular velocity of the crankshaft becomes smaller than the angular velocity at which the compression stroke can be reached, and in other cases Does not assist the rotation of the crankshaft by judging non-execution of the motor ,
An engine stop control device characterized in that the motor can be driven only in one direction . A motor connected to the crankshaft of the engine;
After starting the engine stop control under a predetermined engine stop condition, the motor is temporarily driven to assist the rotation of the crankshaft that is still rotating forward, and the motor is still stopped. A control device that stops the crankshaft in a compression stroke by not assisting rotation of the crankshaft during normal rotation,
The control device assists the rotation of the crankshaft by determining the temporary drive of the motor when the angular velocity of the crankshaft becomes smaller than the angular velocity at which the compression stroke can be reached, and in other cases Does not assist the rotation of the crankshaft by judging non-execution of the motor,
Whether or not to temporarily drive the motor by monitoring the angular speed of the crankshaft during a period in which the crankshaft rotates about 270 degrees after the piston of the engine reaches compression top dead center. An engine stop control device characterized by determining whether or not. The control device assists the rotation of the crankshaft until the angular velocity is equal to or higher than an angular velocity at which the compression stroke can be reached and smaller than an angular velocity overcoming the compression top dead center by temporarily driving the motor. The engine stop control device according to claim 1 or 2 . Said control device, an engine stop control device according to any one of claims 1 to 3, characterized in that a temporary driving of the motor at least one of sections according to the intake stroke from the exhaust stroke .

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