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WO2015166819A1 - Dispositif de commande d'arrêt de moteur à combustion interne - Google Patents

Dispositif de commande d'arrêt de moteur à combustion interne Download PDF

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Publication number
WO2015166819A1
WO2015166819A1 PCT/JP2015/061818 JP2015061818W WO2015166819A1 WO 2015166819 A1 WO2015166819 A1 WO 2015166819A1 JP 2015061818 W JP2015061818 W JP 2015061818W WO 2015166819 A1 WO2015166819 A1 WO 2015166819A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
engine
clutch
vehicle speed
Prior art date
Application number
PCT/JP2015/061818
Other languages
English (en)
Japanese (ja)
Inventor
亮 湯山
Original Assignee
スズキ株式会社
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Filing date
Publication date
Application filed by スズキ株式会社 filed Critical スズキ株式会社
Priority to DE112015002030.6T priority Critical patent/DE112015002030T5/de
Priority to CN201580002190.3A priority patent/CN105658492B/zh
Publication of WO2015166819A1 publication Critical patent/WO2015166819A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/20—Start-up or shut-down
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/34—Inputs being a function of torque or torque demand dependent on fuel feed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed, e.g. the vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an internal combustion engine stop control device, and more particularly to an internal combustion engine stop control device used for a vehicle equipped with an automatic clutch and an automatic shift type automatic transmission, so-called AMT (Automated Manual Transmission).
  • AMT Automatic Manual Transmission
  • vibrations generated by the engine when the engine is stopped are transmitted to the vehicle body and transmitted to passengers as unpleasant vibrations.
  • vibrations when the engine is stopped are in a resonance speed range where the vibration frequency based on the engine speed in the low speed range matches the natural frequency of the vehicle drive system and resonates. Becomes prominent.
  • Patent Document 1 Japanese Patent No. 399174
  • the engine stop control device described in Japanese Patent No. 3991744 controls the lift amount of the intake valve to the minimum value when the engine is stopped, and the throttle valve is fully closed to rapidly reduce the intake air amount. . At this time, fuel injection is stopped.
  • the conventional engine stop control device even if the throttle valve is fully closed when the engine is stopped, the crankshaft continues to rotate for a predetermined time due to inertia. As a result, the conventional engine stop control device has a problem that vibration is generated from the engine while the crankshaft is rotating by inertia, and the vibration is transmitted to the passenger as unpleasant vibration.
  • an object of the present invention is to provide an internal combustion engine stop control device that can reduce occupant discomfort with respect to vibration generated in the internal combustion engine when the internal combustion engine is stopped as compared with a conventional engine stop control device.
  • an internal combustion engine that generates a driving force of a vehicle, and rotation output from the internal combustion engine is shifted at a gear ratio corresponding to any one of a plurality of shift speeds and output to drive wheels.
  • An internal combustion engine stop control device mounted on a vehicle including a control unit that automatically performs a clutch operation for switching a clutch, wherein a vehicle speed detection unit that detects a vehicle speed, and an instruction to stop the internal combustion engine A stop instruction detecting unit that detects that the vehicle speed is detected, and the control unit detects that the vehicle speed detected by the vehicle speed detecting unit is less than a predetermined vehicle speed, and the stop instruction detecting unit stops the internal combustion engine.
  • the shift operation is performed so as to switch the shift speed to a travel speed
  • the clutch operation is performed so as to
  • a brake control unit that controls a brake device that applies a braking force to the driving wheel is provided, and the brake control unit is instructed to stop the internal combustion engine by the stop instruction detection unit. It is preferable that the brake device is controlled so that a braking force is applied to the drive wheel on the condition that the fact is detected.
  • control unit is configured such that the vehicle speed detected by the vehicle speed detection unit is less than a predetermined vehicle speed, and the stop instruction detection unit instructs the stop of the internal combustion engine. It is preferable that the shift operation is performed so as to switch the gear to the uppermost gear having the lowest gear ratio, and the clutch operation is performed so that the clutch is switched to the transmission state.
  • the gear position is the gear position for traveling. And the clutch is switched to the transmission state. For this reason, when there is an instruction to stop the internal combustion engine, the drive wheel and the speed change mechanism in which the driving gear stage is established are connected to the internal combustion engine. As a result, a load is suddenly applied to the internal combustion engine.
  • the brake device applies a braking force to the drive wheels on the condition that it is detected that the stop instruction for the internal combustion engine has been made, so that the vehicle starts to move when the internal combustion engine stops. Can be prevented.
  • the gear position is switched to the uppermost gear having the lowest gear ratio.
  • the clutch is switched to the transmission state.
  • FIG. 1 is a configuration diagram showing a main part of a vehicle equipped with an internal combustion engine stop control device according to an embodiment of the present invention.
  • FIG. 2 is a flowchart showing a flow of engine stop control processing executed by the ECU of the internal combustion engine stop control apparatus according to the embodiment of the present invention.
  • FIG. 3 is a timing chart when the engine is stopped in the vehicle equipped with the internal combustion engine stop control device according to the embodiment of the present invention.
  • a vehicle 1 equipped with an internal combustion engine stop control device includes an engine 2 as an internal combustion engine, an AMT (Automated Manual Transmission) 3, a brake system 4, and a control.
  • An ECU (Electric Control Unit) 5 and a drive wheel 7 are included.
  • FIG. 1 only one drive wheel 7 of the pair of drive wheels 7 is illustrated.
  • the engine 2 is a four-cycle gasoline engine that performs a series of four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke, and ignites during the compression stroke and the expansion stroke to generate the driving force of the vehicle 1. It is configured.
  • the intake manifold 21 is connected to the engine 2.
  • the intake manifold 21 is provided with a surge tank 22 for temporarily storing the sucked fresh air.
  • An intake pipe 23 is connected to the surge tank 22.
  • An air cleaner 24 that cleans fresh air flowing from the outside of the vehicle is provided on the upstream side of the intake pipe 23 in the intake direction.
  • An intake passage 25 communicating with an intake port (not shown) of the engine 2 is formed inside the intake manifold 21, the surge tank 22, and the intake pipe 23.
  • the intake passage 25 is provided with a throttle valve 26 for adjusting a flow rate of fresh air introduced into a combustion chamber (not shown) of the engine 2, that is, an intake air amount.
  • the throttle valve 26 is opened and closed by a throttle actuator (not shown).
  • the opening / closing operation of the throttle valve 26 is controlled by the ECU 5 via a throttle actuator.
  • an exhaust manifold 27 is connected to the engine 2.
  • An exhaust pipe 28 is connected to the exhaust manifold 27.
  • An exhaust passage 29 communicating with an exhaust port (not shown) of the engine 2 is formed inside the exhaust manifold 27 and the exhaust pipe 28.
  • the exhaust passage 29 is provided with a catalyst 30 for purifying exhaust gas discharged from the engine 2 and passing through the exhaust passage 29.
  • the engine 2 is provided with an engine speed sensor 101 that can detect the engine speed Ne based on a rotation angle of a crankshaft (not shown) of the engine 2.
  • the AMT 3 includes a speed change mechanism 31 and an automatic clutch 32 as a clutch.
  • the AMT 3 is a transmission capable of automatically performing a shift operation for establishing a gear position in the transmission mechanism 31 and a clutch operation for switching the automatic clutch 32.
  • the aforementioned shift operation is controlled by the ECU 5 via a shift operation device 31a including, for example, an electromagnetic or hydraulic shift actuator (not shown) and a select actuator.
  • the shift operation device 31a is operable based on a gear control signal transmitted from the ECU 5.
  • the clutch operation is controlled by the ECU 5 via, for example, an electromagnetic or hydraulic clutch actuator 32a.
  • the clutch actuator 32a is operable based on a clutch control signal transmitted from the ECU 5.
  • the vehicle 1 can set an automatic transmission mode and a manual mode.
  • the shift operation and the clutch operation described above are based on, for example, the vehicle speed and the accelerator opening. Is done automatically.
  • the shift operation and the clutch operation described above are performed according to the driver's operation of the shift lever (not shown).
  • the automatic transmission mode and the manual mode can be arbitrarily switched by the driver.
  • the shift operation and clutch operation in the AMT 3 are automatically performed when the engine 2 is stopped. Details will be described later.
  • the transmission mechanism 31 is configured in the same manner as a manual transmission, for example, a plurality of constantly meshing gear pairs (not shown) for establishing a plurality of shift speeds, and any of the plurality of gear pairs and an input shaft or output A synchronization device (not shown) that synchronizes with a shaft (not shown) and the shift operation device 31a described above are included.
  • the speed change mechanism 31 configured as described above shifts the rotation output from the engine 2 at a speed change ratio corresponding to any one of a plurality of shift speeds, and outputs it to each drive wheel 7 via a differential (not shown) or the like. .
  • the shift speeds that can be established by the speed change mechanism 31 there are, for example, a shift speed for traveling from the first speed to the fifth speed and a reverse speed.
  • the fifth gear is the uppermost gear of the driving gear.
  • the number of gears for traveling varies depending on the specifications of the vehicle 1 and is not limited to the first to fifth gears described above.
  • the automatic clutch 32 is composed of, for example, a friction clutch and includes the clutch actuator 32a described above.
  • the automatic clutch 32 is configured to switch between a transmission state in which power is transmitted between the engine 2 and the speed change mechanism 31 and a cut-off state in which transmission of the power is blocked by a clutch actuator 32a.
  • the brake system 4 includes a brake device 41 that applies a braking force to each drive wheel 7 and a brake control unit 42 that controls the brake device 41.
  • the brake system 4 according to the present embodiment is configured to be able to execute stability control control such as ABS (AntilocktiBrake System) and ESP (registered trademark: Electronic Stability Program).
  • the brake device 41 generates a brake pressure according to the depression amount of a driver's brake pedal (not shown) and applies a braking force to each drive wheel 7, while braking from the brake control unit 42 by ABS or ESP.
  • a brake pressure can be automatically generated according to the control signal to apply a braking force to each drive wheel 7.
  • the configuration for automatically applying the braking force to each drive wheel 7 is not limited to the ABS and ESP functions described above, and other functions such as a traction control system may be used.
  • the brake device 41 may cause the braking force to act on wheels other than the driving wheels 7, for example, driven wheels.
  • Type brake unit can be used.
  • the brake control unit 42 is connected to the ECU 5 and controls the brake device 41 according to various control signals such as a signal indicating that a stop instruction of the engine 2 transmitted from the ECU 5 is detected.
  • the brake control unit 42 controls the brake device 41 to apply a braking force to each drive wheel 7 on the condition that the ECU 5 detects a stop instruction of the engine 2 described later.
  • the ECU 5 includes a computer unit having a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an input port, and an output port.
  • a CPU Central Processing Unit
  • RAM Random Access Memory
  • ROM Read Only Memory
  • flash memory an input port, and an output port.
  • the ROM of the ECU 5 stores a program for causing the computer unit to function as the ECU 5 along with various control constants and various maps. That is, when the CPU executes a program stored in the ROM, the computer unit functions as the ECU 5.
  • Input ports of the ECU 5 include various sensors such as the engine speed sensor 101 described above, a vehicle speed sensor 102 as a vehicle speed detection unit that detects the vehicle speed V that is the speed of the vehicle 1, and an accelerator opening sensor (not shown), as well as an ignition.
  • a switch 103 is connected.
  • various devices including the shift operation device 31a and the clutch actuator 32a described above and a throttle actuator (not shown) are connected to the output port of the ECU 5.
  • the ECU 5 is connected to a brake control unit 42, which will be described later, so as to be capable of bidirectional communication, and exchange data with each other.
  • the ECU 5 detects that an instruction to stop the engine 2 has been issued in response to a key signal indicating the OFF operation input from the ignition switch 103. Yes. That is, the ECU 5 has a function as a stop instruction detection unit 51 that detects that an instruction to stop the engine 2 has been issued.
  • the ECU 5 changes the gear position to the gear position for traveling on condition that the vehicle speed V detected by the vehicle speed sensor 102 is less than the predetermined vehicle speed Vth and that the stop instruction of the engine 2 has been issued.
  • the shift operation is automatically performed so as to switch to the uppermost stage (the fifth speed stage in the present embodiment) having the lowest speed ratio.
  • the ECU 5 automatically performs the clutch operation so as to switch the automatic clutch 32 to the disconnected state prior to the above-described shift operation. As a result, the automatic clutch 32 is released, and a shift operation in the transmission mechanism 31 is enabled.
  • the ECU 5 automatically performs the clutch operation so that the automatic clutch 32 is switched to the transmission state.
  • the automatic clutch 32 is engaged, and the engine 2 and each drive wheel 7 are directly connected via the AMT 3 in which the uppermost gear stage is established.
  • the uppermost stage established by the AMT 3 has a lower speed ratio than the other speed stages, so that the drive torque transmitted from the engine 2 to each drive wheel 7 is minimized. Therefore, even if the automatic clutch 32 described later is engaged, the propulsive force of the vehicle 1 is small, so that the vehicle 1 can be prevented from moving when the engine is stopped.
  • the ECU 5 determines whether or not a stop instruction for the engine 2 has been detected based on a key signal input from the ignition switch 103 (step S1). When it is determined that the stop instruction for the engine 2 has not been detected, the ECU 5 performs the process of step S1 again.
  • the ECU 5 determines whether or not the state where the vehicle speed V is less than the predetermined vehicle speed Vth (V ⁇ Vth) continues for the predetermined time tv (step S2). ).
  • the predetermined vehicle speed Vth is an extremely low vehicle speed at which the vehicle 1 can be regarded as stopped, for example.
  • the order of step S1 and step S2 may be interchanged.
  • step S1 When the ECU 5 determines that the state where the vehicle speed V is less than the predetermined vehicle speed Vth (V ⁇ Vth) does not continue for the predetermined time tv, the ECU 5 performs the process of step S1 again.
  • the ECU 5 determines that the state where the vehicle speed V is lower than the predetermined vehicle speed Vth (V ⁇ Vth) continues for the predetermined time tv, the ECU 5 releases the automatic clutch 32 (step S3). That is, the ECU 5 switches the automatic clutch 32 to the disconnected state.
  • step S4 the ECU 5 applies a braking force to each drive wheel 7 via the brake device 41 and the brake control unit 42 (step S4). Thereafter, the ECU 5 selects the uppermost gear position via the shift operation device 31a (step S5). That is, the ECU 5 controls the shift operation device 31a so that the fifth speed is established as the gear position in the AMT 3.
  • step S6 the ECU 5 stops fuel injection in the engine 2 (step S6). Thereafter, the ECU 5 engages the automatic clutch 32 (step S7). That is, the ECU 5 switches the automatic clutch 32 to the transmission state.
  • the ECU 5 determines whether or not the state where the engine rotational speed Ne is less than the predetermined rotational speed Nth continues for the predetermined time tn (step S8).
  • the predetermined rotational speed Nth is an extremely low engine speed that can be regarded as the operation of the engine 2 being stopped.
  • step S7 performs the process of step S7 again, when it determines with the state whose engine speed Ne is less than the predetermined rotation speed Nth not continuing only for the predetermined time tn. On the other hand, if the ECU 5 determines that the state where the engine speed Ne is less than the predetermined speed Nth continues for the predetermined time tn, the ECU 5 controls the AMT 3 to the neutral state via the shift operation device 31a (step S9). .
  • the ECU 5 operates the shift operation device so that the transmission mechanism 31 is in a neutral state in which no gear stage is established, that is, a neutral state in which none of the plurality of gear pairs is synchronized with the input shaft or the output shaft. 31a is controlled.
  • the ECU 5 stops the action of the braking force by the brake device 41 (step S10) and ends the engine stop control. That is, the ECU 5 controls the brake control unit 42 so as to release the braking force applied to each drive wheel 7 in step S4, and ends the engine stop control.
  • the timing chart shown in FIG. 3 shows the process when the engine is stopped.
  • the vibration stop signal permits automatic shift operation and clutch operation for suppressing vibration when the engine is stopped regardless of the driver's request or the like when there is an instruction to stop the engine 2 It is a signal which shows. When the vibration stop signal is turned ON, it is permitted to automatically perform a shift operation and a clutch operation for suppressing vibration when the engine is stopped.
  • the gear control signal is switched from OFF to ON while the automatic clutch 32 is disengaged and the braking force is applied to each drive wheel 7.
  • the uppermost gear is established as the gear position in the AMT 3 by the shift operating device 31a.
  • the gear control signal is switched from ON to OFF, and the AMT 3 is controlled to the neutral state by the shift operation device 31a. Thereafter, the brake control signal is switched from ON to OFF, and the braking force applied to each drive wheel 7 is released.
  • the internal combustion engine stop control apparatus is based on the condition that the vehicle speed V is less than the predetermined vehicle speed Vth and that the stop instruction of the engine 2 is detected. Is switched to the uppermost stage having the lowest gear ratio, and the automatic clutch 32 is switched to the transmission state.
  • the internal combustion engine stop control device can reduce the occupant's discomfort with respect to the vibration generated in the engine 2 when the engine is stopped, as compared with the conventional system.
  • the brake device 41 applies a braking force to each drive wheel 7 on the condition that it is detected that the stop instruction of the engine 2 has been made. Sometimes, the vehicle 1 can be prevented from moving.
  • a gasoline engine is used as the engine 2.
  • the present invention is not limited to this, and a diesel engine may be used as the engine 2.
  • the throttle valve 26 is not equipped.
  • the throttle valve is fully closed when the engine is stopped and the intake air amount cannot be rapidly reduced as in the conventional case, which can reduce passenger discomfort due to vibration when the engine is stopped. Can not.
  • passenger discomfort with respect to vibration when the engine is stopped can be reduced regardless of the presence or absence of the throttle valve.
  • the engine 2 is instructed to be stopped when the ignition switch 103 is turned off.
  • the present invention is not limited to this.
  • the vehicle 1 is a vehicle having an idle stop function.
  • the engine 2 may be instructed to stop when the automatic engine stop condition is satisfied.
  • the gear stage established by AMT3 in the engine stop control described above is the uppermost stage.
  • the present invention is not limited to this, and a gear stage for traveling lower than the uppermost stage is established. Also good.
  • the gear is close to the uppermost gear (fourth gear or third gear in this embodiment).

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention concerne un dispositif de commande d'arrêt de moteur à combustion interne permettant de réduire l'inconfort de passagers en raison de vibrations générées par un moteur à combustion interne lorsque le moteur à combustion interne s'arrête. Le dispositif de commande d'arrêt de moteur à combustion interne est monté dans un véhicule comprenant un moteur et un AMT qui effectue automatiquement des opérations d'embrayage et de changement de vitesse. Le dispositif de commande d'arrêt de moteur à combustion interne effectue une opération de changement de vitesse qui commute la position de vitesse vers la position la plus élevée et une opération d'embrayage qui commute un embrayage automatique vers un état de transmission à condition que ledit dispositif ait détecté que la vitesse de véhicule (V) est inférieure à une vitesse de véhicule prédéterminée (Vth) et qu'une instruction d'arrêt de moteur ait été donnée.
PCT/JP2015/061818 2014-04-28 2015-04-17 Dispositif de commande d'arrêt de moteur à combustion interne WO2015166819A1 (fr)

Priority Applications (2)

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DE112015002030.6T DE112015002030T5 (de) 2014-04-28 2015-04-17 Stopp-Steuervorrichtung für einen Verbrennungsmotor
CN201580002190.3A CN105658492B (zh) 2014-04-28 2015-04-17 内燃机停止控制装置

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JP2014092306A JP6237448B2 (ja) 2014-04-28 2014-04-28 内燃機関停止制御装置
JP2014-092306 2014-04-28

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FR3056955A1 (fr) * 2016-10-04 2018-04-06 Peugeot Citroen Automobiles Sa Procede d'arret d'un moteur muni d'un double volant amortisseur et d’une boite de vitesses a double embrayage
DE102019003552A1 (de) 2018-06-12 2019-12-12 Scania Cv Ab Verfahren zum Abschalten eines Verbrennungsmotors eines Fahrzeugantriebsstrangs, Steuervorrichtung, Fahrzeug, Computerprogramm und computerlesbares Medium

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JP2006177367A (ja) * 2000-11-15 2006-07-06 Toyota Motor Corp 内燃機関運転停止時回転制御装置
JP2002221059A (ja) * 2001-01-26 2002-08-09 Denso Corp エンジン制御装置
JP3991674B2 (ja) * 2001-12-18 2007-10-17 株式会社デンソー 内燃機関の制御装置
JP2009067270A (ja) * 2007-09-14 2009-04-02 Toyota Motor Corp 車両用動力伝達装置の制御装置
JP2010274876A (ja) * 2009-06-01 2010-12-09 Nissan Motor Co Ltd ハイブリッド車両の振動制御装置
JP5263409B2 (ja) * 2009-12-11 2013-08-14 トヨタ自動車株式会社 車両

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3056955A1 (fr) * 2016-10-04 2018-04-06 Peugeot Citroen Automobiles Sa Procede d'arret d'un moteur muni d'un double volant amortisseur et d’une boite de vitesses a double embrayage
DE102019003552A1 (de) 2018-06-12 2019-12-12 Scania Cv Ab Verfahren zum Abschalten eines Verbrennungsmotors eines Fahrzeugantriebsstrangs, Steuervorrichtung, Fahrzeug, Computerprogramm und computerlesbares Medium

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JP6237448B2 (ja) 2017-11-29
JP2015209928A (ja) 2015-11-24
CN105658492B (zh) 2018-06-08
CN105658492A (zh) 2016-06-08
DE112015002030T5 (de) 2017-03-02

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