WO2015166819A1 - Internal combustion engine stop control device - Google Patents
Internal combustion engine stop control device Download PDFInfo
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- 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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- internal combustion
- combustion engine
- engine
- clutch
- vehicle speed
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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
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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
- B60W10/04—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
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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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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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
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- 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
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- 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
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- 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
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- 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
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- 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
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- 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 of the machine, e.g. the vehicle
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- 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
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- 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
An internal combustion engine stop control device capable of reducing passenger discomfort related to vibration generated by an internal combustion engine when the internal combustion engine stops. The internal combustion engine stop control device is mounted in a vehicle comprising an engine and an AMT that automatically performs shift and clutch operations. The internal combustion engine stop control device performs a shift operation that switches the gear position to the highest position and a clutch operation that switches an automatic clutch to a transmission state, on the condition that said device has detected that the vehicle speed (V) is less than a prescribed vehicle speed (Vth) and an engine stop instruction has been given.
Description
本発明は、内燃機関停止制御装置に関し、特に、自動クラッチ及び自動シフト式の自動変速機、いわゆるAMT(Automated Manual Transmission)を搭載した車両に用いられる内燃機関停止制御装置に関する。
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).
内燃機関としてのエンジンを搭載した車両においては、エンジン停止時にエンジンで発生する振動が車体に伝達され、乗員に不快な振動として伝わることが知られている。特に、こうしたエンジン停止時の振動は、エンジン回転数が低下する過程で、低回転数領域におけるエンジン回転数に基づく振動数と車両駆動系の固有振動数とが一致して共振する共振回転数領域において顕著となる。
It is known that in a vehicle equipped with an engine as an internal combustion engine, vibrations generated by the engine when the engine is stopped are transmitted to the vehicle body and transmitted to passengers as unpleasant vibrations. In particular, when the engine is stopped, such 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.
従来、上述したようなエンジン停止時の振動を抑制するエンジン停止制御装置として、特許第3991674号公報(特許文献1)に記載のものが知られている。特許第3991674号公報に記載のエンジン停止制御装置は、エンジン停止時に、吸気バルブのリフト量を最小値に制御するとともに、スロットルバルブを全閉状態として吸入空気量を急激に低下させるようにしている。また、このとき、燃料噴射が停止される。
2. Description of the Related Art Conventionally, as an engine stop control device that suppresses vibrations when the engine is stopped as described above, the one described in Japanese Patent No. 399174 (Patent Document 1) is known. 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.
これにより、エンジンの出力トルクが急低下する。したがって、エンジン停止時にエンジン回転数が上述の共振回転数領域に滞在する時間を短縮できる。この結果、エンジン停止時の振動が抑制される。
This will cause the engine output torque to drop sharply. Therefore, it is possible to shorten the time during which the engine speed stays in the above-described resonance speed region when the engine is stopped. As a result, vibration when the engine is stopped is suppressed.
しかしながら、特許第3991674号公報に記載の従来のエンジン停止制御装置にあっては、エンジン停止時にスロットルバルブを全閉状態としても、吸気管、サージタンク及び吸気マニホールド等によって構成される吸気通路内に既に吸入されている空気がエンジンのシリンダ内に吸入されることからシリンダ内の圧力(以下、「筒内圧」という)が即座に低下することはない。また、エンジン停止時に圧縮行程にあるシリンダ内のピストンがクランクシャフトの回転を助長することもある。
However, in the conventional engine stop control device described in Japanese Patent No. 3991744, even when the throttle valve is fully closed when the engine is stopped, the intake passage configured by the intake pipe, the surge tank, the intake manifold, and the like is not provided. Since the already sucked air is sucked into the cylinder of the engine, the pressure in the cylinder (hereinafter referred to as “in-cylinder pressure”) does not drop immediately. Further, the piston in the cylinder in the compression stroke when the engine is stopped may promote the rotation of the crankshaft.
このため、従来のエンジン停止制御装置では、エンジン停止時にスロットルバルブを全閉状態としてもクランクシャフトが惰性で所定時間だけ回転し続けてしまう。この結果、従来のエンジン停止制御装置では、クランクシャフトが惰性で回転している間はエンジンから振動が発生してしまい、当該振動が乗員に不快な振動として伝達されてしまうという問題があった。
For this reason, in 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.
そこで、本発明は、従来のエンジン停止制御装置と比較して内燃機関停止時に内燃機関で発生する振動に対する乗員の不快感を軽減することができる内燃機関停止制御装置を提供することを目的としている。
SUMMARY OF THE INVENTION Accordingly, 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. .
本発明の第1の態様は、車両の駆動力を発生させる内燃機関と、前記内燃機関から出力された回転を複数の変速段のいずれかに応じた変速比で変速して駆動輪に出力する変速機構と、前記内燃機関と前記変速機構との間で動力の伝達を行う伝達状態と前記動力の伝達を遮断する遮断状態とを切り替えるクラッチと、前記変速段を成立させるためのシフト操作及び前記クラッチの切替を行うためのクラッチ操作を自動的に行う制御部とを備えた車両に搭載される内燃機関停止制御装置であって、車速を検出する車速検出部と、前記内燃機関の停止指示がなされたことを検出する停止指示検出部と、を備え、前記制御部は、前記車速検出部により検出された前記車速が所定の車速未満であり、かつ前記停止指示検出部により前記内燃機関の停止指示がなされたことが検出されたことを条件に、前記変速段を走行用の変速段に切り替えるよう前記シフト操作を行うとともに前記クラッチを前記伝達状態に切り替えるよう前記クラッチ操作を行うことを特徴とするものである。
According to a first aspect of the present invention, 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. A shift mechanism, a clutch that switches between a transmission state that transmits power between the internal combustion engine and the transmission mechanism, and a cutoff state that blocks transmission of the power, a shift operation to establish the shift stage, and the 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, and the clutch operation is performed so as to switch the clutch to the transmission state on condition that the indication is detected. To do.
本発明の第2の態様としては、前記駆動輪に制動力を作用させるブレーキ装置を制御するブレーキ制御部を備え、前記ブレーキ制御部は、前記停止指示検出部により前記内燃機関の停止指示がなされたことが検出されたことを条件に、前記駆動輪に制動力を作用させるよう前記ブレーキ装置を制御するのが好ましい。
As a second aspect of the present invention, 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.
本発明の第3の態様としては、前記制御部は、前記車速検出部により検出された前記車速が所定の車速未満であり、かつ前記停止指示検出部により前記内燃機関の停止指示がなされたことが検出されたことを条件に、前記変速段を前記変速比が最も低い最上段に切り替えるよう前記シフト操作を行うとともに前記クラッチを前記伝達状態に切り替えるよう前記クラッチ操作を行うのが好ましい。
As a third aspect of the present invention, the 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.
このように、上記の第1の態様によれば、車速が所定の車速未満であり、かつ内燃機関の停止指示がなされたことが検出されたことを条件に、変速段が走行用の変速段に切り替えられるとともに、クラッチが伝達状態に切り替えられる。このため、内燃機関の停止指示があった場合には、駆動輪と走行用の変速段が成立された変速機構と内燃機関とが接続されることとなる。これにより、内燃機関に急激に負荷が加わることとなる。
As described above, according to the first aspect described above, on the condition that the vehicle speed is less than the predetermined vehicle speed and it is detected that the stop instruction for the internal combustion engine has been made, 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.
この結果、内燃機関を早期に停止させることができる。よって、上記の第1の態様によれば、従来と比較して、内燃機関停止時に内燃機関で発生する振動に対する乗員の不快感を軽減することができる。
As a result, the internal combustion engine can be stopped early. Therefore, according to said 1st aspect, a passenger | crew's discomfort with respect to the vibration which generate | occur | produces in an internal combustion engine at the time of an internal combustion engine stop can be reduced compared with the past.
上記の第2の態様によれば、内燃機関の停止指示がなされたことが検出されたことを条件にブレーキ装置が駆動輪に制動力を作用させるので、内燃機関の停止時に車両が動き出してしまうことを防止できる。
According to the second aspect, 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.
上記の第3の態様によれば、車速が所定の車速未満であり、かつ内燃機関の停止指示がなされたことが検出されたことを条件に、変速段が変速比の最も低い最上段に切り替えられるとともに、クラッチが伝達状態に切り替えられる。このため、内燃機関の停止指示があった場合には、内燃機関から駆動輪に伝達される駆動トルクを低下させることができる。したがって、内燃機関の停止時に車両が動き出してしまうことをより防止できる。
According to the third aspect, on the condition that the vehicle speed is less than the predetermined vehicle speed and the stop instruction of the internal combustion engine is detected, the gear position is switched to the uppermost gear having the lowest gear ratio. 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 torque transmitted from the internal combustion engine to the drive wheels can be reduced. Accordingly, it is possible to further prevent the vehicle from moving when the internal combustion engine is stopped.
以下、図面を参照して、本発明の実施の形態について詳細に説明する。図1に示すように、本発明の実施の形態に係る内燃機関停止制御装置を搭載した車両1は、内燃機関としてのエンジン2と、AMT(Automated Manual Transmission)3と、ブレーキシステム4と、制御部としてのECU(Electric Control Unit)5と、駆動輪7とを含んで構成されている。なお、図1においては、一対の駆動輪7のうち、1つの駆動輪7のみを図示している。
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, a vehicle 1 equipped with an internal combustion engine stop control device according to an embodiment of the present invention 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. In FIG. 1, only one drive wheel 7 of the pair of drive wheels 7 is illustrated.
エンジン2は、吸気行程、圧縮行程、膨張行程及び排気行程からなる一連の4行程を行うとともに、圧縮行程及び膨張行程の間に点火を行い車両1の駆動力を発生させる4サイクルのガソリンエンジンによって構成されている。
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.
エンジン2には、吸気マニホールド21が接続されている。この吸気マニホールド21には、吸入された新気を一時的に蓄えるサージタンク22が設けられている。また、サージタンク22には、吸気管23が接続されている。この吸気管23の吸入方向上流側には、車外から流入した新気を清浄するエアクリーナ24が設けられている。
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.
吸気マニホールド21、サージタンク22及び吸気管23の内部には、エンジン2の図示しない吸気ポートに連通する吸気通路25が形成されている。吸気通路25には、エンジン2の図示しない燃焼室に導入される新気の流量、すなわち吸入空気量を調整するスロットルバルブ26が設けられている。
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.
スロットルバルブ26は、図示しないスロットルアクチュエータによって開閉動作する。スロットルバルブ26の開閉動作は、スロットルアクチュエータを介してECU5によって制御される。
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.
また、エンジン2には、排気マニホールド27が接続されている。この排気マニホールド27には、排気管28が接続されている。排気マニホールド27及び排気管28の内部には、エンジン2の図示しない排気ポートに連通する排気通路29が形成されている。
Also, 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.
排気通路29には、エンジン2から排出され排気通路29を通過する排気ガスを浄化するための触媒30が設けられている。エンジン2には、エンジン2の図示しないクランクシャフトの回転角に基づきエンジン回転数Neを検出可能なエンジン回転数センサ101が設けられている。
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.
AMT3は、変速機構31と、クラッチとしての自動クラッチ32とを備えている。AMT3は、変速機構31における変速段を成立させるためのシフト操作及び自動クラッチ32の切替を行うためのクラッチ操作を自動的に行うことが可能な変速機である。
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.
前述のシフト操作は、例えば電磁式あるいは油圧式の図示しないシフトアクチュエータ及びセレクトアクチュエータ等を含むシフト操作装置31aを介してECU5によって制御される。シフト操作装置31aは、ECU5から送信されるギヤ制御信号に基づき動作可能となっている。
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.
クラッチ操作は、例えば電磁式あるいは油圧式のクラッチアクチュエータ32aを介してECU5によって制御される。クラッチアクチュエータ32aは、ECU5から送信されるクラッチ制御信号に基づき動作可能となっている。
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.
本実施の形態に係る車両1は、自動変速モードとマニュアルモードとを設定可能であり、例えば自動変速モードが設定されているときには、上述のシフト操作及びクラッチ操作が例えば車速やアクセル開度に基づいて自動的に行われる。
The vehicle 1 according to the present embodiment can set an automatic transmission mode and a manual mode. For example, when the automatic transmission mode is set, the shift operation and the clutch operation described above are based on, for example, the vehicle speed and the accelerator opening. Is done automatically.
マニュアルモードが設定されている場合には、運転者のシフトレバー(図示省略)の操作に応じて上述のシフト操作及びクラッチ操作が行われる。自動変速モードとマニュアルモードは、運転者により任意に切替可能である。
When the manual mode is set, 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.
本実施の形態では、自動変速モードやマニュアルモードに応じた上述のシフト操作及びクラッチ操作以外に、エンジン2の停止時にもAMT3におけるシフト操作及びクラッチ操作が自動的に行われる。詳しくは、後述する。
In this embodiment, in addition to the shift operation and clutch operation described above according to the automatic transmission mode and the manual mode, the shift operation and clutch operation in the AMT 3 are automatically performed when the engine 2 is stopped. Details will be described later.
変速機構31は、手動変速機と同様に構成され、複数の変速段を成立させるための例えば常時噛み合い式の複数のギヤ対(図示省略)と、これら複数のギヤ対のいずれかと入力軸または出力軸(図示省略)との同期を行う図示しない同期装置と、上述したシフト操作装置31aとを含んで構成されている。
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.
このように構成された変速機構31は、エンジン2から出力された回転を複数の変速段のいずれかに応じた変速比で変速して、図示しないディファレンシャル等を介して各駆動輪7に出力する。
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. .
ここで、変速機構31で成立可能な変速段としては、例えば1速段~5速段までの走行用の変速段と、後進段とがある。この場合、5速段は、走行用の変速段の最上段となる。走行用の変速段の段数は、車両1の諸元により異なり、上述の1速段~5速段に限られるものではない。
Here, as 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. In this case, 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.
自動クラッチ32は、例えば摩擦式クラッチで構成されるとともに、上述したクラッチアクチュエータ32aを備えている。自動クラッチ32は、エンジン2と変速機構31との間で動力の伝達を行う伝達状態と当該動力の伝達を遮断する遮断状態とをクラッチアクチュエータ32aによって切り替えるようになっている。
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.
ブレーキシステム4は、各駆動輪7に制動力を作用させるブレーキ装置41と、ブレーキ装置41を制御するブレーキ制御部42とを含んで構成される。本実施の形態に係るブレーキシステム4は、例えばABS(Antilock Brake System)や、ESP(登録商標:Electronic Stability Program)等のスタビリティコントロール制御を実行可能なように構成されている。
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).
ブレーキ装置41は、運転者のブレーキペダル(図示省略)の踏み込み量に応じたブレーキ圧を発生させて各駆動輪7に制動力を作用させる一方で、ABSやESPによるブレーキ制御部42からのブレーキ制御信号に応じて自動でブレーキ圧を発生させて各駆動輪7に制動力を作用させることができるようになっている。
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.
自動で制動力を各駆動輪7に作用させる構成としては、上述したABSやESPの機能に限らず、例えばトラクションコントロールシステム等の他の機能を用いてもよい。ブレーキ装置41は、各駆動輪7以外の他の車輪、例えば従動輪にも制動力を作用させてもよい。
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.
ブレーキ装置41としては、例えば各駆動輪7の図示しないホイールシリンダに対して、それぞれ独立してブレーキ圧を導入自在に形成された、加圧源、減圧弁、増圧弁等を備えた構成の油圧式ブレーキユニットを用いることができる。
As the brake device 41, for example, a hydraulic pressure having a configuration including a pressurization source, a pressure reducing valve, a pressure increasing valve, and the like that are formed so as to be able to independently introduce brake pressure to a wheel cylinder (not shown) of each driving wheel 7. Type brake unit can be used.
ブレーキ制御部42は、ECU5と接続され、ECU5から送信されるエンジン2の停止指示が検出されたことを示す信号等の各種制御信号に応じてブレーキ装置41を制御するようになっている。例えば、ブレーキ制御部42は、ECU5によって後述するエンジン2の停止指示が検出されたことを条件に、各駆動輪7に制動力を作用させるようブレーキ装置41を制御する。
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. For example, 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.
ECU5は、CPU(Central Processing Unit)と、RAM(Random Access Memory)と、ROM(Read Only Memory)と、フラッシュメモリと、入力ポートと、出力ポートとを備えたコンピュータユニットによって構成されている。
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.
ECU5のROMには、各種制御定数や各種マップ等とともに、当該コンピュータユニットをECU5として機能させるためのプログラムが記憶されている。すなわち、CPUがROMに記憶されたプログラムを実行することにより、当該コンピュータユニットは、ECU5として機能する。
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.
ECU5の入力ポートには、上述したエンジン回転数センサ101、車両1の速度である車速Vを検出する車速検出部としての車速センサ102、及び図示しないアクセル開度センサ等の各種センサ類や、イグニッションスイッチ103が接続されている。
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.
また、ECU5の出力ポートには、上述したシフト操作装置31a及びクラッチアクチュエータ32aや、図示しないスロットルアクチュエータ等を含む各種装置類が接続されている。また、ECU5には、後述するブレーキ制御部42が双方向通信可能に接続されており、互いにデータのやり取りを行うようになっている。
Further, 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.
ECU5は、イグニッションスイッチ103が運転者によりOFF操作された場合には、イグニッションスイッチ103から入力されるOFF操作を示すキー信号に応じてエンジン2の停止指示がなされたことを検出するようになっている。すなわち、ECU5は、エンジン2の停止指示がなされたことを検出する停止指示検出部51としての機能を有する。
When the ignition switch 103 is turned off by the driver, 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.
また、ECU5は、車速センサ102により検出された車速Vが所定の車速Vth未満であり、かつエンジン2の停止指示がなされたことが検出されたことを条件に、変速段を走行用の変速段のうち、変速比が最も低い最上段(本実施の形態では、5速段)に切り替えるようシフト操作を自動で行う。
Further, 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. Among them, 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.
ただし、ECU5は、上述のシフト操作に先立ち自動クラッチ32を遮断状態に切り替えるようクラッチ操作を自動で行う。これにより、自動クラッチ32が開放され、変速機構31におけるシフト操作が可能となる。
However, 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.
また、ECU5は、上述のシフト操作を行った後、自動クラッチ32を伝達状態に切り替えるようクラッチ操作を自動で行う。これにより、自動クラッチ32が締結され、最上段の変速段が成立しているAMT3を介してエンジン2と各駆動輪7とが直結される。
Further, after performing the above-described shift operation, the ECU 5 automatically performs the clutch operation so that the automatic clutch 32 is switched to the transmission state. As a result, 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.
このとき、AMT3で成立している最上段は、他の変速段と比べて変速比が低いので、エンジン2から各駆動輪7に伝達される駆動トルクが最小となる。したがって、後述する自動クラッチ32の締結が行われても車両1の推進力が小さいので、エンジン停止時に車両1が動き出してしまうことを防止することができる。
At this time, 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.
次に、図2を参照して、本実施の形態に係るECU5によって実行されるエンジン停止制御の処理の流れについて説明する。なお、このエンジン停止制御は、所定の時間間隔で繰り返し実行される。
Next, the flow of the engine stop control process executed by the ECU 5 according to the present embodiment will be described with reference to FIG. This engine stop control is repeatedly executed at predetermined time intervals.
図2に示すように、まず、ECU5は、イグニッションスイッチ103から入力されるキー信号に基づき、エンジン2の停止指示を検出したか否かを判定する(ステップS1)。ECU5は、エンジン2の停止指示を検出していないと判定した場合には、再度ステップS1の処理を行う。
As shown in FIG. 2, first, 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.
ECU5は、エンジン2の停止指示を検出したと判定した場合には、車速Vが所定の車速Vth未満(V<Vth)である状態が所定時間tvだけ継続したか否かを判定する(ステップS2)。所定の車速Vthは、例えば車両1が停止したとみなすことができる極低車速である。ステップS1とステップS2の順序は、入れ替えてもよい。
When it is determined that the stop instruction of the engine 2 has been detected, 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.
ECU5は、車速Vが所定の車速Vth未満(V<Vth)である状態が所定時間tvだけ継続していないと判定した場合には、再度ステップS1の処理を行う。ECU5は、車速Vが所定の車速Vth未満(V<Vth)である状態が所定時間tvだけ継続したと判定した場合には、自動クラッチ32を開放する(ステップS3)。すなわち、ECU5は、自動クラッチ32を遮断状態に切り替える。
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. When 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.
次いで、ECU5は、ブレーキ装置41及びブレーキ制御部42を介して各駆動輪7に制動力を作用させる(ステップS4)。その後、ECU5は、シフト操作装置31aを介して最上段の変速段を選択する(ステップS5)。すなわち、ECU5は、AMT3における変速段として5速段を成立させるようシフト操作装置31aを制御する。
Next, 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.
次いで、ECU5は、エンジン2における燃料噴射を停止する(ステップS6)。その後、ECU5は、自動クラッチ32を締結する(ステップS7)。すなわち、ECU5は、自動クラッチ32を伝達状態に切り替える。
Next, 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.
その後、ECU5は、エンジン回転数Neが所定回転数Nth未満である状態が所定時間tnだけ継続したか否かを判定する(ステップS8)。所定回転数Nthは、エンジン2の運転が停止したとみなすことができる極低回転のエンジン回転数である。
Thereafter, 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.
ECU5は、エンジン回転数Neが所定回転数Nth未満である状態が所定時間tnだけ継続していないと判定した場合には、再度、ステップS7の処理を行う。一方、ECU5は、エンジン回転数Neが所定回転数Nth未満である状態が所定時間tnだけ継続したと判定した場合には、シフト操作装置31aを介してAMT3をニュートラル状態に制御する(ステップS9)。
ECU5 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). .
具体的には、ECU5は、変速機構31において、いずれの変速段も成立しないニュートラル状態、つまり複数のギヤ対のいずれもが入力軸または出力軸と同期していないニュートラル状態となるようシフト操作装置31aを制御する。
Specifically, 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.
次いで、ECU5は、ブレーキ装置41による制動力の作用を停止して(ステップS10)、エンジン停止制御を終了する。すなわち、ECU5は、ステップS4で各駆動輪7に作用させていた制動力を解除するようブレーキ制御部42を制御して、エンジン停止制御を終了する。
Next, 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.
次に、図3を参照して、本実施の形態に係る内燃機関停止制御装置の作用について説明する。なお、図3に示したタイミングチャートは、エンジン停止時の過程を示すものである。
Next, the operation of the internal combustion engine stop control device according to the present embodiment will be described with reference to FIG. The timing chart shown in FIG. 3 shows the process when the engine is stopped.
図3に示すように、車両1が減速して車速Vが所定の車速Vth未満となると、所定時間tvを計測するために、例えばECU5の内部タイマの計測が開始される。その後、車速Vが所定の車速Vth未満である状態が所定時間tvだけ経過すると、車両1が確実に停止したものと判断され、振動停止信号がOFFからONに切り替わる。
As shown in FIG. 3, when the vehicle 1 decelerates and the vehicle speed V becomes lower than the predetermined vehicle speed Vth, measurement of an internal timer of the ECU 5, for example, is started in order to measure the predetermined time tv. Thereafter, when the state in which the vehicle speed V is less than the predetermined vehicle speed Vth has elapsed for a predetermined time tv, it is determined that the vehicle 1 has stopped reliably, and the vibration stop signal is switched from OFF to ON.
振動停止信号は、その後にエンジン2の停止指示があった場合に、運転者の要求等に関わらずエンジン停止時の振動抑制のためのシフト操作及びクラッチ操作を自動で行うことを許可するか否かを示す信号である。振動停止信号がONとなると、エンジン停止時の振動抑制のためのシフト操作及びクラッチ操作を自動で行うことが許可される。
Whether or not 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.
振動停止信号がONに切り替えられた後、キー信号がONからOFFに切り替わると、クラッチ制御信号がOFFからONに切り替えられ、自動クラッチ32が開放される。次いで、ブレーキ制御信号がOFFからONに切り替えられ、各駆動輪7に制動力が作用される。
When the key signal is switched from ON to OFF after the vibration stop signal is switched ON, the clutch control signal is switched from OFF to ON, and the automatic clutch 32 is released. Next, the brake control signal is switched from OFF to ON, and a braking force is applied to each drive wheel 7.
その後、自動クラッチ32が開放され、かつ各駆動輪7に制動力が作用している状態で、ギヤ制御信号がOFFからONに切り替わる。これにより、シフト操作装置31aによってAMT3における変速段として最上段が成立される。
Thereafter, 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. As a result, the uppermost gear is established as the gear position in the AMT 3 by the shift operating device 31a.
続いて、エンジン2における燃料噴射が停止され、噴射量が「0」となる。その後、クラッチ制御信号がONからOFFに切り替えられ、自動クラッチ32が締結される。これにより、各駆動輪7に制動力が作用した状態で、エンジン2と各駆動輪7とがAMT3を介して直結される。
Subsequently, fuel injection in the engine 2 is stopped, and the injection amount becomes “0”. Thereafter, the clutch control signal is switched from ON to OFF, and the automatic clutch 32 is engaged. Thus, the engine 2 and each drive wheel 7 are directly connected via the AMT 3 in a state where a braking force is applied to each drive wheel 7.
このため、エンジン2に対する負荷が急激に高まり、エンジン回転数Neが急激に低下する。このとき生じるエンジン2のトルク変動は、各駆動輪7のゴムタイヤ部分にまで伝達され、ゴムタイヤ部分が有している振動減衰機能により吸収される。また、エンジン回転数Neが急激に低下するので、エンジン2が早期に停止することとなる。この結果、エンジン2のトルク変動に基づく振動と車両駆動系の固有振動数とが一致して共振する時間も従来と比較して短縮される。
For this reason, the load on the engine 2 increases rapidly, and the engine speed Ne decreases rapidly. The torque fluctuation of the engine 2 generated at this time is transmitted to the rubber tire portion of each drive wheel 7 and is absorbed by the vibration damping function of the rubber tire portion. Further, since the engine speed Ne is rapidly decreased, the engine 2 is stopped early. As a result, the time during which the vibration based on the torque fluctuation of the engine 2 and the natural frequency of the vehicle drive system coincide and resonate is also shortened compared to the conventional case.
その後、エンジン回転数Neが所定回転数Nth未満となると、所定時間tnを計測するために、例えばECU5の内部タイマの計測が開始される。その後、エンジン回転数Neが所定回転数Nth未満である状態が所定時間tnだけ経過すると、エンジン2が確実に停止したものと判断される。
Thereafter, when the engine rotational speed Ne becomes less than the predetermined rotational speed Nth, for example, measurement of an internal timer of the ECU 5 is started in order to measure the predetermined time tn. After that, when the state in which the engine speed Ne is less than the predetermined speed Nth has elapsed for a predetermined time tn, it is determined that the engine 2 has stopped reliably.
これにより、ギヤ制御信号がONからOFFに切り替わり、シフト操作装置31aによってAMT3がニュートラル状態に制御される。その後、ブレーキ制御信号がONからOFFに切り替えられ、各駆動輪7に作用させていた制動力が解除される。
Thereby, 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.
以上のように、本実施の形態に係る内燃機関停止制御装置は、車速Vが所定の車速Vth未満であり、かつエンジン2の停止指示がなされたことが検出されたことを条件に、変速段が変速比の最も低い最上段に切り替えられるとともに、自動クラッチ32が伝達状態に切り替えられる。
As described above, the internal combustion engine stop control apparatus according to the present embodiment 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.
このため、エンジン2の停止指示があった場合には、各駆動輪7と最上段が成立されたAMT3とエンジン2とが直結されることとなる。これにより、エンジン2に急激に負荷が加わることとなる。この結果、エンジン2を早期に停止させることができる。したがって、本実施の形態に係る内燃機関停止制御装置は、従来と比較して、エンジン停止時にエンジン2で発生する振動に対する乗員の不快感を軽減することができる。
For this reason, when there is an instruction to stop the engine 2, each drive wheel 7 and the AMT 3 in which the uppermost stage is established and the engine 2 are directly connected. As a result, a load is suddenly applied to the engine 2. As a result, the engine 2 can be stopped early. Therefore, the internal combustion engine stop control device according to the present embodiment 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.
また、本実施の形態に係る内燃機関停止制御装置は、エンジン2の停止指示がなされたことが検出されたことを条件にブレーキ装置41が各駆動輪7に制動力を作用させるので、エンジン停止時に車両1が動き出してしまうことを防止できる。
Further, in the internal combustion engine stop control device according to the present embodiment, 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.
なお、本実施の形態においては、エンジン2としてガソリンエンジンを用いたが、これに限らず、エンジン2としてディーゼルエンジンを用いてもよい。この場合、スロットルバルブ26は装備されない。ディーゼルエンジンの場合には、従来のように、エンジン停止時にスロットルバルブを全閉状態として吸入空気量を急激に低下させることができないため、エンジン停止時の振動に対する乗員の不快感を軽減することができない。本実施の形態では、このようなディーゼルエンジンを用いた場合であっても、スロットルバルブの有無に関わらず、エンジン停止時の振動に対する乗員の不快感を軽減することができる。
In the present embodiment, a gasoline engine is used as the engine 2. However, the present invention is not limited to this, and a diesel engine may be used as the engine 2. In this case, the throttle valve 26 is not equipped. In the case of a diesel engine, 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. In the present embodiment, even when such a diesel engine is used, passenger discomfort with respect to vibration when the engine is stopped can be reduced regardless of the presence or absence of the throttle valve.
本実施の形態においては、イグニッションスイッチ103がOFF操作された場合にエンジン2の停止指示がなされたこととしたが、これに限らず、例えば車両1がアイドルストップ機能を備えた車両である場合には、エンジン自動停止条件が成立した場合にエンジン2の停止指示がなされたものとしてもよい。
In the present embodiment, the engine 2 is instructed to be stopped when the ignition switch 103 is turned off. However, the present invention is not limited to this. For example, when 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.
また、本実施の形態においては、上述のエンジン停止制御においてAMT3で成立させる変速段を最上段としたが、これに限らず、最上段よりも下の走行用の変速段を成立させるようにしてもよい。ただし、最上段以外の変速段とする場合には、最上段に近い変速段(本実施の形態でいえば、4速段や3速段)とするのが好ましい。
In the present embodiment, the gear stage established by AMT3 in the engine stop control described above is the uppermost stage. However, the present invention is not limited to this, and a gear stage for traveling lower than the uppermost stage is established. Also good. However, when a gear other than the uppermost gear is used, it is preferable that the gear is close to the uppermost gear (fourth gear or third gear in this embodiment).
上述の通り、本発明の実施の形態を開示したが、当業者によっては本発明の範囲を逸脱することなく変更が加えられうることは明白である。すべてのこのような修正及び等価物が次の請求項に含まれることが意図されている。
Although the embodiments of the present invention have been disclosed as described above, it is obvious that those skilled in the art can make changes without departing from the scope of the present invention. All such modifications and equivalents are intended to be included in the following claims.
1 車両
2 エンジン(内燃機関)
3 AMT
4 ブレーキシステム
5 ECU(制御部、停止指示検出部)
7 駆動輪
31 変速機構
31a シフト操作装置
32 自動クラッチ(クラッチ)
32a クラッチアクチュエータ
41 ブレーキ装置
42 ブレーキ制御部
101 エンジン回転数センサ
102 車速センサ(車速検出部)
103 イグニッションスイッチ 1vehicle 2 engine (internal combustion engine)
3 AMT
4 Brake system 5 ECU (control unit, stop instruction detection unit)
7 DriveWheel 31 Transmission Mechanism 31a Shift Operation Device 32 Automatic Clutch
32a Clutch actuator 41Brake device 42 Brake control unit 101 Engine speed sensor 102 Vehicle speed sensor (vehicle speed detection unit)
103 Ignition switch
2 エンジン(内燃機関)
3 AMT
4 ブレーキシステム
5 ECU(制御部、停止指示検出部)
7 駆動輪
31 変速機構
31a シフト操作装置
32 自動クラッチ(クラッチ)
32a クラッチアクチュエータ
41 ブレーキ装置
42 ブレーキ制御部
101 エンジン回転数センサ
102 車速センサ(車速検出部)
103 イグニッションスイッチ 1
3 AMT
4 Brake system 5 ECU (control unit, stop instruction detection unit)
7 Drive
32a Clutch actuator 41
103 Ignition switch
Claims (3)
- 車両の駆動力を発生させる内燃機関と、前記内燃機関から出力された回転を複数の変速段のいずれかに応じた変速比で変速して駆動輪に出力する変速機構と、前記内燃機関と前記変速機構との間で動力の伝達を行う伝達状態と前記動力の伝達を遮断する遮断状態とを切り替えるクラッチと、前記変速段を成立させるためのシフト操作及び前記クラッチの切替を行うためのクラッチ操作を自動的に行う制御部とを備えた車両に搭載される内燃機関停止制御装置であって、
車速を検出する車速検出部と、
前記内燃機関の停止指示がなされたことを検出する停止指示検出部と、を備え、
前記制御部は、前記車速検出部により検出された前記車速が所定の車速未満であり、かつ前記停止指示検出部により前記内燃機関の停止指示がなされたことが検出されたことを条件に、前記変速段を走行用の変速段に切り替えるよう前記シフト操作を行うとともに前記クラッチを前記伝達状態に切り替えるよう前記クラッチ操作を行うことを特徴とする内燃機関停止制御装置。 An internal combustion engine that generates a driving force of a vehicle, a speed change mechanism that changes the rotation output from the internal combustion engine at a speed ratio corresponding to any one of a plurality of shift speeds, and outputs the speed to drive wheels; the internal combustion engine; A clutch that switches between a transmission state that transmits power to and from a speed change mechanism and a cut-off state that blocks transmission of the power, a shift operation that establishes the shift speed, and a clutch operation that switches the clutch An internal combustion engine stop control device mounted on a vehicle including a control unit that automatically performs
A vehicle speed detector for detecting the vehicle speed;
A stop instruction detection unit that detects that an instruction to stop the internal combustion engine has been made,
The control unit is configured on the condition that the vehicle speed detected by the vehicle speed detection unit is less than a predetermined vehicle speed, and that the stop instruction detection unit detects that the internal combustion engine is instructed to stop. An internal combustion engine stop control device, wherein the shift operation is performed so as to switch the gear position to a travel gear position, and the clutch operation is performed so that the clutch is switched to the transmission state. - 前記駆動輪に制動力を作用させるブレーキ装置を制御するブレーキ制御部を備え、
前記ブレーキ制御部は、前記停止指示検出部により前記内燃機関の停止指示がなされたことが検出されたことを条件に、前記駆動輪に制動力を作用させるよう前記ブレーキ装置を制御することを特徴とする請求項1に記載の内燃機関停止制御装置。 A brake control unit that controls a brake device that applies a braking force to the drive wheel;
The brake control unit controls the brake device to apply a braking force to the driving wheel on condition that the stop instruction detecting unit detects that the stop instruction of the internal combustion engine has been made. The internal combustion engine stop control device according to claim 1. - 前記制御部は、前記車速検出部により検出された前記車速が所定の車速未満であり、かつ前記停止指示検出部により前記内燃機関の停止指示がなされたことが検出されたことを条件に、前記変速段を前記変速比が最も低い最上段に切り替えるよう前記シフト操作を行うとともに前記クラッチを前記伝達状態に切り替えるよう前記クラッチ操作を行うことを特徴とする請求項1または請求項2に記載の内燃機関停止制御装置。 The control unit is configured on the condition that the vehicle speed detected by the vehicle speed detection unit is less than a predetermined vehicle speed, and that the stop instruction detection unit detects that the internal combustion engine is instructed to stop. 3. The internal combustion engine according to claim 1, wherein the shift operation is performed so as to switch a gear position 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. Engine stop control device.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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DE112015002030.6T DE112015002030T5 (en) | 2014-04-28 | 2015-04-17 | Stop control device for an internal combustion engine |
CN201580002190.3A CN105658492B (en) | 2014-04-28 | 2015-04-17 | Internal combustion engine stop control |
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JP2014092306A JP6237448B2 (en) | 2014-04-28 | 2014-04-28 | Internal combustion engine stop control device |
JP2014-092306 | 2014-04-28 |
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WO2015166819A1 true WO2015166819A1 (en) | 2015-11-05 |
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PCT/JP2015/061818 WO2015166819A1 (en) | 2014-04-28 | 2015-04-17 | Internal combustion engine stop control device |
Country Status (4)
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JP (1) | JP6237448B2 (en) |
CN (1) | CN105658492B (en) |
DE (1) | DE112015002030T5 (en) |
WO (1) | WO2015166819A1 (en) |
Cited By (2)
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FR3056955A1 (en) * | 2016-10-04 | 2018-04-06 | Peugeot Citroen Automobiles Sa | METHOD FOR STOPPING AN ENGINE PROVIDED WITH A DUAL SHOCK ABSORBER AND A DOUBLE CLUTCH GEARBOX |
DE102019003552A1 (en) | 2018-06-12 | 2019-12-12 | Scania Cv Ab | A method of shutting down an internal combustion engine of a vehicle driveline, control device, vehicle, computer program and computer readable medium |
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2014
- 2014-04-28 JP JP2014092306A patent/JP6237448B2/en active Active
-
2015
- 2015-04-17 DE DE112015002030.6T patent/DE112015002030T5/en active Pending
- 2015-04-17 WO PCT/JP2015/061818 patent/WO2015166819A1/en active Application Filing
- 2015-04-17 CN CN201580002190.3A patent/CN105658492B/en not_active Expired - Fee Related
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JP2002221059A (en) * | 2001-01-26 | 2002-08-09 | Denso Corp | Engine control device |
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FR3056955A1 (en) * | 2016-10-04 | 2018-04-06 | Peugeot Citroen Automobiles Sa | METHOD FOR STOPPING AN ENGINE PROVIDED WITH A DUAL SHOCK ABSORBER AND A DOUBLE CLUTCH GEARBOX |
DE102019003552A1 (en) | 2018-06-12 | 2019-12-12 | Scania Cv Ab | A method of shutting down an internal combustion engine of a vehicle driveline, control device, vehicle, computer program and computer readable medium |
Also Published As
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CN105658492B (en) | 2018-06-08 |
JP2015209928A (en) | 2015-11-24 |
DE112015002030T5 (en) | 2017-03-02 |
JP6237448B2 (en) | 2017-11-29 |
CN105658492A (en) | 2016-06-08 |
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