A vehicle control apparatus is mounted on a vehicle including an emergency stop function to detect an abnormal state of a driver and automatically stop the vehicle. The vehicle control apparatus provides control at a time of stopping the vehicle and includes process execution sections and a process stop section. The process execution sections perform predetermined emergency processes in response to the emergency stop function stopping the vehicle; the emergency processes control instruments mounted on the vehicle and use a battery of the vehicle as a driving power source. The process stop section stepwise stops at least part of the emergency processes performed by the process execution sections based on a predetermined stop sequence.

An apparatus includes an engine friction module in operative communication with an engine and structured to interpret engine operation data indicative of an engine friction amount, and a stop/start module structured to compare the engine operation data with predetermined protective criteria that includes an engine friction threshold and to turn off the engine for at least a portion of time based on the engine friction threshold exceeding the engine friction amount.

A stop control system includes a direct-injection type internal combustion engine, a fuel injection valve, an accessory configured to be driven by the internal combustion engine, and a controller configured to operate the internal combustion engine. The controller is configured to control the accessory during a period from start of fuel cut to a moment immediately after the internal combustion engine stops, such that when the internal combustion engine stops completely, the output shaft comes, in a rotational direction, to a target stop position where an intake port is closed.

An engine-driven working machine according to the present invention has a controller and a muffler. The controller is operated from starting of the engine in a rotational speed limitation mode in which the engine is prevented from rotating at a rotational speed that is higher than the predetermined limitation rotational speed. The controller forces to stop the engine, after a predetermined period has passed, during which the engine operates in the rotational speed limitation mode.

A method for manufacturing engine powered machinery having a fuel cut functionality to promote more rapid shutdown of the rotating parts of the engine powered machinery. In one aspect, the method is implemented by assembling a wiring harness disposed exclusively on the engine which are configured to simultaneously disable one or more ignition coils and prevent a fuel-air mixer from supplying a mixture of air and fuel to the engine upon activation of a safety switch. In alternate aspects, the method further comprises a stator brake which is activated by the safety switch to provide additional braking torque on the engine. These features bring the machinery to a rapid halt, further enhancing safety.

A vehicle kill switch comprising: a foot actuatable floor mounted switch; a vehicle stopping means in signal communication with the foot actuatable floor mounted switch. A vehicle kill switch comprising: a first foot actuatable floor mounted switch; a first solenoid in signal communication with the first foot actuatable floor mounted switch; a ground in signal communication with the first foot actuatable floor mounted switch; a first fuel valve in operable communication with the first solenoid; a second foot actuatable floor mounted switch; a second solenoid in signal communication with the second foot actuatable floor mounted switch and in communication with the first foot actuatable floor mounted switch; a ground in signal communication with the second foot actuatable floor mounted switch; a second fuel valve in operable communication with the second solenoid; where when the first switch is closed, the first solenoid and second solenoid become in signal communication with ground, and the first solenoid and second solenoid closes the first fuel valve and second fuel valve, respectively, which in turns stops the flow of fuel to the vehicle engine; and where when the second switch is closed, the first solenoid and second solenoid become in signal communication with ground, and the first solenoid and second solenoid closes the first fuel valve and second fuel valve, respectively, which in turns stops the flow of fuel to the vehicle engine. A vehicle kill switch retrofit kit comprising: a foot actuatable floor mounted switch, the foot actuatable floor mounted switch comprising a first contact located on a first side of the switch, and a second contact located on a second side of the switch; a first wire connected at a first end to a first contact on the foot actuatable floor mounted switch, with a second end configured to attach to an vehicle component; a second wire connected at a first end to a second contact on the foot actuatable floor mounted switch, with a second end configured to attach to an vehicle component; and a floor mounting bracket configured to attach the foot actuatable floor mounted switch to the floor of a vehicle.

Systems and methods for operating an engine that includes a canister for storing fuel vapors are disclosed. In one example, one or more engine cylinders are deactivated in response to a level of fuel vapors stored in a fuel vapor storage canister when deceleration fuel shut off conditions are met. By deactivating one or more engine cylinders with closed intake and exhaust valves, it may be possible to reduce fuel vapors drawn into engine cylinders to reduce the possibility of cylinder misfire.

A method for controlling an electric actuator of a turbocharger in a vehicle propulsion system includes determining whether an internal combustion engine in the vehicle propulsion system is operating, determining whether an actuation condition is satisfied, and operating the electric actuator a first time in response to a determination that the internal combustion engine in the vehicle propulsion system is not operating and that the actuation condition is satisfied.

A device for a common rail diesel engine can control an engine phase when the engine is stopped so the engine can be restarted quickly. An engine phase determining means determines an engine phase based on a crank angle and an angle of a camshaft, an engine stop position determining means stores a stopping time spent from the issuance of an engine stop request to the stop of the engine and obtains an engine phase when the engine is stopped based on the engine phase, resulting when the engine stop is requested, and the stopping time, and an at-time-of-stopping injector control means controls fuel injected from the fuel injectors so the engine phase obtained by the engine stop position determining means when the engine is stopped after making the engine stop request allows a piston in a specific cylinder to stop at a bottom dead center of a compression stroke.

A step-down circuit is connected to an output of a step-up circuit that steps up a battery voltage, and an output of the step-down circuit is connected to a power supply input terminal of a CPU via an FET. The step-down circuit is normally maintained in an inactive state and, in response to an ignition switch being turned off, the CPU causes the step-down circuit to actuate and a stepped-down voltage (equal to a stabilized voltage) is output from the step-down circuit. The stepped-down voltage is further stepped down to a CPU power supply voltage, and the CPU power supply voltage is supplied to the power supply input terminal of the CPU. This allows the residual charge of the step-up circuit to be dissipated by the step-down circuit and the CPU.