JP4356795B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to control for effectively exerting the ability of an exhaust purification catalyst in an internal combustion engine having a plurality of cylinder groups.

  In an internal combustion engine having a plurality of cylinder groups, such as a so-called V-type internal combustion engine, exhaust purification having a configuration in which a catalyst is individually disposed on an exhaust passage of each cylinder group and a catalyst is disposed on the downstream side of a merging position of the exhaust passage. The device is known. An example of such an exhaust purification device is described in Patent Documents 1 and 2.

JP-A-8-121153 JP-A-1-27246

  In the exhaust purification apparatus as described above, the oxygen storage amount of each catalyst (hereinafter also referred to as “OSC (O2 Storage Capacity)”) varies depending on the operating state of the internal combustion engine. Therefore, unless the OSC of each catalyst is appropriately controlled, the purification ability of each catalyst cannot be used effectively.

  The present invention has been made to solve the above-described problems, and appropriately controls the state of the OSC of each catalyst in accordance with the operating state of the internal combustion engine to effectively exhibit the exhaust purification ability. For the purpose.

In one aspect of the present invention, an internal combustion engine control device including a plurality of cylinder groups includes an individual exhaust passage connected to each cylinder group, a common exhaust passage connecting the individual exhaust passages, and the individual exhaust passage. A first catalyst provided on each of the passages, a second catalyst provided on the common exhaust passage, and an air-fuel ratio control unit capable of independently controlling the air-fuel ratio for each cylinder group, The air-fuel ratio control unit sets the air-fuel ratio of one cylinder group to rich and sets the air-fuel ratio of the other cylinder groups to lean from fuel cut control for stopping fuel supply to all cylinder groups When switching to another control, the air-fuel ratio of the one cylinder group is set to rich and the air-fuel ratio of the other cylinder group is set to lean so that the air-fuel ratio of the common exhaust passage becomes rich for a predetermined time. To do.

  The internal combustion engine includes a plurality of cylinder groups (banks) including a plurality of cylinders such as a V-type internal combustion engine, and an independent exhaust passage is provided for each cylinder group. A first catalyst is provided on each individual exhaust passage, and the individual exhaust passages join downstream to form a common exhaust passage. A second catalyst is provided on the common exhaust passage. In addition, an air-fuel ratio control unit configured by an ECU, for example, is configured to be able to control the air-fuel ratio independently for each cylinder group by adjusting the throttle opening, the fuel injection amount, and the like.

  In the control by cylinder group, the air-fuel ratio control unit sets the air-fuel ratio of one cylinder group to rich and sets the air-fuel ratio of the other cylinder groups to lean. Accordingly, the rich exhaust gas and the lean exhaust gas are merged in the second downstream catalyst, and the temperature rise of the second catalyst is realized. On the other hand, in the fuel cut control, the air-fuel ratio control unit stops supplying fuel to all the cylinder groups. For this reason, during the fuel cut control, the OSC of all the cylinder groups is maximized.

  When the operating state of the internal combustion engine is switched from the fuel cut control to the cylinder group control, the air-fuel ratio control unit controls the air-fuel ratio of the one cylinder group so that the air-fuel ratio of the common exhaust passage becomes rich over a predetermined time. The fuel ratio is set rich and the air-fuel ratio of the other cylinder group is set lean. As a result, the second catalyst provided on the common exhaust passage can be set to the neutral state from the beginning of switching to the control by cylinder group, and effective exhaust purification by the second catalyst becomes possible.

In a preferred example of the present invention, a control device for an internal combustion engine having a plurality of cylinder groups includes an individual exhaust passage connected to each cylinder group, a common exhaust passage connecting the individual exhaust passages, and the individual exhaust passage. A flow rate control unit that controls the flow rate of exhaust flowing through each of the passages, a first catalyst provided on each of the individual exhaust passages, a second catalyst provided on the common exhaust passage, and each cylinder group An air-fuel ratio control unit capable of independently controlling the air-fuel ratio, and the air-fuel ratio control unit sets the air-fuel ratio of one cylinder group to rich and sets the air-fuel ratio of the other cylinder group to lean When switching from cylinder group-specific control to fuel cut control for cutting fuel to be supplied to all cylinder groups, the flow rate control unit is configured to provide an individual exhaust passage corresponding to the cylinder group that has been set rich by the cylinder group-specific control. Rather than the cylinder group system Controlling the exhaust gas flow to flow a large amount of exhaust towards the individual exhaust passages corresponding to the group the cylinders was set to lean by.

  The internal combustion engine includes a plurality of cylinder groups (banks) including a plurality of cylinders such as a V-type internal combustion engine, and an independent exhaust passage is provided for each cylinder group. A first catalyst is provided on each individual exhaust passage, and the individual exhaust passages join downstream to form a common exhaust passage. A second catalyst is provided on the common exhaust passage. In addition, an air-fuel ratio control unit configured by an ECU, for example, is configured to be able to control the air-fuel ratio independently for each cylinder group by adjusting the throttle opening, the fuel injection amount, and the like. Furthermore, a flow rate control unit configured using an ECU or the like controls the exhaust flow rate flowing through each individual exhaust passage.

  In the control by cylinder group, the air-fuel ratio control unit sets the air-fuel ratio of one cylinder group to rich and sets the air-fuel ratio of the other cylinder groups to lean. Accordingly, the rich exhaust gas and the lean exhaust gas are merged in the second downstream catalyst, and the temperature rise of the second catalyst is realized. On the other hand, in the fuel cut control, the air-fuel ratio control unit stops supplying fuel to all the cylinder groups. For this reason, during the fuel cut control, the OSC of all the cylinder groups is maximized.

  When the operating state of the internal combustion engine is switched from the cylinder group control to the fuel cut control, the flow rate control unit is more specific to the cylinder group than the individual exhaust passage corresponding to the cylinder group that has been set rich by the cylinder group control. The exhaust flow rate is controlled so that a large amount of exhaust flows through the individual exhaust passage corresponding to the cylinder group set to lean by control. As a result, the lean exhaust flow rate due to the fuel cut is suppressed in the cylinder group that is set to be rich in the cylinder group control, so that the heat generation of the first catalyst corresponding to the cylinder group and the deterioration due thereto are prevented. can do. Further, since the oxygen storage state of the first catalyst corresponding to each cylinder group is maintained even during the fuel cut, it is possible to smoothly return to the cylinder group control when the fuel cut is completed.

  Preferred embodiments of the present invention will be described below with reference to the drawings.

[First Embodiment]
(Device configuration)
FIG. 1 shows a schematic configuration of a control device for an internal combustion engine according to a first embodiment of the present invention. In FIG. 1, solid arrows indicate the flow of intake and exhaust, and broken arrows indicate input / output of signals. In the following description, the suffix “L” or “R” is added to the reference symbol when the left and right components are distinguished, and the suffix is omitted when the left and right components are not distinguished.

  The internal combustion engine 1 is configured as a V-type six-cylinder engine in which three cylinders (cylinders) 3 are provided in each of left and right banks (cylinder group) 2. Specifically, the left bank 2L includes three cylinders 3L, and the right bank 2R includes three cylinders 3R.

  A throttle valve 11, an air flow meter 12, an air cleaner (not shown) and the like are provided in the intake passage 4 for guiding intake air to each cylinder 3. The intake passage 4 is connected to an intake manifold 5. The throttle valve 11 is controlled in throttle opening based on a control signal CS <b> 1 from the ECU 20, and controls the flow rate of intake air flowing through the intake passage 4. The air flow meter 12 detects the intake flow rate downstream of the throttle valve 11 and supplies a signal CS3 corresponding to the flow rate to the ECU 20.

  Each cylinder 3 is provided with a fuel injection valve 13. The fuel injection amount of the fuel injection valve 13 is controlled based on a control signal CS2 from the ECU 20. The fuel injection valve 13 may be a port injection type or an in-cylinder injection type.

  The exhaust manifolds 6L and 6R of the banks 2L and 2R are connected to the exhaust passages 7L and 7R, respectively. A start catalyst 15L is provided in the exhaust passage 7L, and a start catalyst 15R is provided in the exhaust passage 7R. The exhaust passages 7L and 7R join downstream of the start catalysts 15L and 15R and are connected to the common exhaust passage 8. An underfloor (UF) catalyst 16 is provided in the common exhaust passage 8. The types of the start catalyst 15 and the UF catalyst are not particularly limited, but in a preferred example, a three-way catalyst can be used as the start catalyst 15 and a NOx storage reduction catalyst can be used as the UF catalyst 16.

  The ECU 20 controls each part of the internal combustion engine 1. In particular, the ECU 20 functions as an air-fuel ratio control unit in the present invention. As will be described later, the ECU 20 operates the empty state of each cylinder group 2 according to the operating state of the internal combustion engine 1 such as cylinder group rich / lean control, stoichiometric control, and fuel cut. The fuel ratio (A / F) is controlled. The ECU 20 outputs control signals CS1 and CS2 based on the detection signal CS3 output from the air flow meter 12, and adjusts the opening degree of the throttle valve 11, the fuel injection amount from the fuel injection valve 13, and the like. Thus, the air-fuel ratio of each bank 2 is controlled.

  The exhaust passages 7R and 7L correspond to the individual exhaust passages in the present invention. The start catalyst 15 corresponds to the first catalyst in the present invention, and the UF catalyst 16 corresponds to the second catalyst in the present invention.

(Catalyst temperature rise control)
Next, the catalyst temperature increase control according to the first embodiment will be described. In the first embodiment, when the operation state of the internal combustion engine shifts from bank-specific rich / lean control (hereinafter referred to as “bank-specific RL control”) to stoichiometric operation, the air-fuel ratio of each bank 2 is controlled. To do. Specifically, in the bank-specific RL control, the air-fuel ratio of one bank 2 is set to rich, the air-fuel ratio of the other bank 2 is set to lean, and the rich exhaust gas and lean exhaust gas are set to the common exhaust passage 8. The temperature of the UF catalyst is raised by merging with the upper UF catalyst 16. On the other hand, stoichiometric operation refers to operating the internal combustion engine while maintaining the air-fuel ratio of the left and right banks 2 at the stoichiometric air-fuel ratio (stoichiometric).

  During the bank-specific RL control, the air-fuel ratio of one bank is set to be rich, so the oxygen storage amount (OSC) of the bank (hereinafter referred to as “rich combustion bank”) is minimum. At the same time, since the air-fuel ratio of the other bank is set to lean, the oxygen storage amount of the bank (hereinafter referred to as “lean combustion bank”) is maximized. Thereafter, when the bank-specific RL control is shifted to the stoichiometric operation, in order to maximize the activity of the start catalyst 15, the air-fuel ratio of each bank 2 is quickly neutralized, specifically, the oxygen storage amount is about 50%. It is required to be in a state. Therefore, in the present embodiment, when the operating state shifts from the bank-specific RL control to the stoichiometric operation, first, the air-fuel ratio of the rich combustion bank is temporarily set to lean over a predetermined time, and the air-fuel ratio of the lean combustion bank is set. Set to rich.

  FIG. 2 shows a timing chart example of the catalyst temperature increase control according to the present embodiment. In FIG. 2, the bank-specific RL control is performed until time t1, and the stoichiometric operation is performed after time t2.

  In this example, since the right bank 2R is a lean combustion bank, the A / F of the right start catalyst 15R is lean, and the OSC of the right start catalyst 15R is maximum (100%). On the other hand, since the left bank 2L is a rich combustion bank, the A / F of the left start catalyst 15L is rich, and the OSC of the left start catalyst 15L is minimum (0%). Since the UF catalyst 16 is disposed on the common exhaust passage 8, its OSC is about 50%.

  When shifting from bank-specific RL control to stoichiometric operation at time t1, first, the ECU 20 temporarily sets the right start catalyst 15R on the right bank 2R side, which is a lean combustion bank, for a predetermined time until time t2. Rich A / F. As a result, the OSC of the right start catalyst 15R decreases from about 100% to about 50%. Thereby, at the time t2, the right start catalyst 15R is in a neutral state with high catalytic activity, that is, a state where the OSC is about 50%. Thus, after time t2 when the right start catalyst 15R is in the neutral state, the ECU 20 sets the A / F on the right bank 2R side to stoichiometric and performs stoichiometric operation.

  Similarly, at time t1, the ECU 20 temporarily sets the left start catalyst 15L on the left bank 2L side, which is a rich combustion bank, to a predetermined lean A / F for a predetermined time until time t2. As a result, the OSC of the left start catalyst 15L increases from 0% to about 50%, and the left start catalyst 15L enters a neutral state with high catalytic activity at time t2. Thus, after time t2 when the left start catalyst 15L is in the neutral state, the ECU 20 sets the A / F on the left bank 2L side to stoichiometric and performs stoichiometric operation.

  Note that the predetermined time, that is, the time from time t1 to t2 and the predetermined rich A / F at that time are determined so that the OSC of the start catalyst becomes approximately 50% after the predetermined time. .

  FIG. 3 shows a flowchart of the catalyst temperature increase control according to this embodiment. This control is realized by the ECU 20 executing a program stored therein in advance.

  First, the ECU 20 determines whether or not the execution condition for the bank-specific RL control is satisfied (step S1), and when the condition is satisfied, executes the bank-specific RL control (step S2).

  Next, the ECU 20 determines whether or not a condition for shifting to stoichiometric operation is satisfied (step S3), and if not, continues the bank-specific RL control in step S2. On the other hand, when the condition for shifting to the stoichiometric operation is satisfied (step S3; Yes), the ECU 20 sets the rich combustion bank side A / F to lean and sets the lean combustion bank side A / F to rich. (Step S4). Then, when a predetermined time (the time between time t1 and t2 in FIG. 2) has elapsed (step S5; Yes), the ECU 20 sets the A / F of both banks to stoichiometric and performs stoichiometric operation (step S6). .

  As described above, in the present embodiment, when the operation state of the internal combustion engine is shifted from the bank-specific RL control to the stoichiometric operation, the rich combustion bank A / F is temporarily set to lean, and the lean combustion bank A / F is temporarily set. Is set to rich, the start catalyst 15 of each bank 2 can be neutralized. Therefore, the exhaust gas purification ability of the start catalyst 15 can be maximized from the start of the subsequent stoichiometric operation.

[Second Embodiment]
Next, a second embodiment will be described. The configuration of the control device for the internal combustion engine in the second embodiment is the same as that of the first embodiment shown in FIG.

  In the second embodiment, when the operating state of the internal combustion engine 1 shifts from the fuel cut state to the bank-specific RL control described above, the two start catalysts 15 are used for a predetermined time (hereinafter also referred to as “average rich period”). The downstream UF catalyst 16 is made neutral by making the average A / F of the catalyst rich. Here, the fuel cut refers to a control for stopping combustion injection from the fuel injection valve 13 when the vehicle is decelerated, for example, when the rotational speed of the internal combustion engine is equal to or less than a predetermined value and the accelerator opening is zero. Further, the “neutral state” here refers to a state in which the OSC of the US catalyst 16 is about 50% as described above.

  FIG. 4 shows a timing chart example of the catalyst temperature increase control according to the second embodiment. In FIG. 4, before time t3, the internal combustion engine 1 is in a fuel cut state, the A / Fs of the left and right banks 2 are both in a lean state, and the OSCs of the left and right start catalysts 15 are both maximum (100%). Therefore, the A / F of the exhaust gas flowing to the UF catalyst 16 downstream of the left and right start catalysts 15 is also lean, and the OSC of the UF catalyst 16 is also maximum.

  When the return condition from the fuel cut is satisfied at time t3 and the fuel cut signal is turned off, the ECU 20 makes the A / F of the right bank 2R, which becomes a lean combustion bank in the subsequent bank-specific RL control, slightly leaner than the stoichiometry. (For example, A / F = 15). Further, in the following bank-specific RL control, the A / F of the left bank 2L, which is a rich combustion bank, is set to a strong rich (for example, A / F = 11). Then, at time t5 when a predetermined time has elapsed, the ECU 20 executes bank-specific RL control, sets the A / F of the right bank 2R to lean (for example, A / F = 17), and sets the A / F of the left bank 2L. Is set to rich (for example, A / F = 12).

  Thereby, between time t3 and t5, the A / F of the UF catalyst 16 changes from lean to rich through stoichiometry, and the OSC of the UF catalyst 16 becomes about 50%. That is, the UF catalyst 16 is in a highly active neutral state. Therefore, the ability of the UF catalyst 16 can be effectively exhibited in the subsequent bank-specific RL control.

  Note that, when performing bank-specific RL control after fuel cut, the UF catalyst 16 can be shifted to the neutral state more rapidly if the left and right banks are set to rich within a predetermined time from time t3 to time t5. However, if this is done, the start catalyst of the lean combustion bank (start catalyst 15R in this example) once becomes rich and then returns to lean again by bank-specific RL control. This causes problems such as heat deterioration and fuel consumption deterioration. Since the OSC decreases from 100% while it is once rich, the start catalyst 15R occludes oxygen so that the OSC is returned to 100% at the start of bank-specific RL control, and thus flows to the UF catalyst 16 during that time. There is also a problem that the exhaust gas A / F becomes rich accordingly. Therefore, in the present embodiment, the lean combustion bank A / F in the subsequent bank-specific RL control is not made rich, but is kept in a lean state close to stoichiometry, and the rich combustion bank side A / F is made strongly rich to obtain a total A A method of making / F (average A / F) rich is adopted.

  FIG. 5 shows a flowchart of the catalyst temperature increase control according to the second embodiment. This control is executed by the ECU 20.

  First, the ECU 20 determines whether or not a fuel cut condition is satisfied (step S11), and executes a fuel cut when the fuel cut condition is satisfied (step S12). Next, the ECU 20 determines whether or not the execution condition of the bank-specific RL control is satisfied (step S13), and if not, the fuel cut in step S12 is continued. When the execution condition of the bank-specific RL control is satisfied (step S13; Yes), the ECU 20 enriches the A / F of one bank 2, that is, the bank 2 that becomes the rich combustion bank in the subsequent bank-specific RL control. And the A / F of the other bank 2, that is, the bank 2 that becomes the lean combustion bank in the subsequent bank-specific RL control, is set to lean (step S14). And when predetermined time (time of time t3-t5 in FIG. 4) passes (step S15; Yes), ECU20 performs RL control classified by bank (step S16). That is, in this example, the ECU 20 sets the A / F of the bank 2R that is the lean combustion bank to lean, and sets the A / F of the bank 2L that is the rich combustion bank to rich.

  As described above, in the second embodiment, when the operating state of the internal combustion engine shifts from the fuel cut state to the bank-specific RL control, the average A / F of the left and right banks is set to be rich for a predetermined time, thereby reducing the downstream. The UF catalyst 16 is neutralized. As a result, the purification ability of the UF catalyst 16 can be effectively utilized when the bank-specific RL control is subsequently started.

  In practice, the ECU 20 controls the A / F of each bank by adjusting the throttle opening, the fuel injection amount, and the like with reference to a rich / lean operation map prepared in advance. In that case, usually, a plurality of operation maps corresponding to a specific combination of rich and lean A / F values is prepared in the ECU 20 in advance. For example, a plurality of operation maps such as an operation map with A / F values “12” and “17” and an operation map with A / F values “11” and “18” are prepared. The reason why the plurality of operation maps are prepared is that the heating amount of the UF catalyst 16 can be changed by using different operation maps.

  Thus, when a plurality of rich / lean operation maps are stored in the ECU 20, the control of the average rich period in the second embodiment uses a combination of A / F values belonging to the plurality of operation maps. it can. For example, as described above, when the operation map with the A / F values “12” and “17” and the operation map with the A / F values “11” and “18” are prepared, the ECU 20 performs the predetermined time. That is, in the average rich period (between times t3 and t5) in FIG. 4, an operation map with an A / F value of “11” is used as the rich side, and a map with an A / F value of “17” is used as the lean side. Can do. By doing so, it is not necessary to prepare a dedicated operation map and store it in the ECU 20 only for the control of the average rich period of the present embodiment.

[Third Embodiment]
(Device configuration)
Next, a third embodiment of the present invention will be described. FIG. 6 shows a schematic configuration of a control device for an internal combustion engine according to the third embodiment. The control apparatus for an internal combustion engine according to the third embodiment has the same basic structure as that of the control apparatus for the internal combustion engine of the first and second embodiments shown in FIG. 1, except for the following points. First, a turbocharger 22 is provided in the left bank 2L. Accordingly, the intake passage 4 is branched into the branch passages 4a and 4c downstream of the throttle valve 11. The branch path 4 a is connected to the passage 4 b via the compressor 22 a of the turbocharger 22, and the passage 4 b is connected to the intercooler 18. On the other hand, the right bank 2R is not provided with a turbocharger, and the branch path 4c is directly connected to the intercooler 18. The intercooler 18 is connected to the intake manifold 5.

  Further, the exhaust manifold 6L of the bank 2L is connected to the turbine 22b of the turbocharger 22 and is connected to the exhaust passage 7R of the right bank 2R through the communication passage 17.

  Further, a control valve 25 is provided on the exhaust passage 7 of each bank 2 downstream of the start catalyst 15. The control valve 25 operates in conjunction with the communication passage 17 to control the flow rate of the exhaust gas flowing through each exhaust passage 7. Specifically, when both control valves 25R and 25L are opened, the exhaust from each bank 2 flows through each exhaust passage. On the other hand, when the control valve 25L is closed and the control valve 25R is opened, as shown in FIG. 6, the exhaust gas in the left bank 2L does not flow through the exhaust passage 7L, and the exhaust passage 7R on the right bank 2R side through the communication passage 17. Flowing. Conversely, if the control valve 25L is opened and the control valve 25R is closed, the exhaust gas in the right bank 2R does not flow through the exhaust passage 7R, but flows through the exhaust passage 7L on the left bank 2L side through the communication passage 17. Control signals CS4 and CS5 are supplied from the ECU 20 to the control valves 25L and 25R to control the opening and closing of the valves.

  The points other than the above are the same as those of the control device for the internal combustion engine shown in FIG. The communication path 17, the control valves 25L and 25R, and the ECU 20 operate as a flow rate control unit in the present invention.

(Catalyst temperature rise control)
Next, catalyst temperature increase control according to the third embodiment will be described. In this embodiment, when the operating state of the internal combustion engine 1 shifts from bank-specific RL control to fuel cut, the exhaust flow rate to the exhaust passage 7 on the lean combustion bank side is changed to the exhaust passage 7 on the rich combustion bank side. Make it larger than the exhaust flow rate.

  During the execution of the bank-specific RL control, the OSC of the start catalyst 15 on the lean combustion bank side is the maximum (100%), and the OSC of the start catalyst 15 on the rich combustion bank side is the minimum (0%). Here, when the fuel cut is performed, lean exhaust flows into the exhaust passages of both banks, so the OSC of the start catalyst on the rich combustion bank side increases from the minimum to the maximum, and the catalyst deteriorates due to extra heat generation. Such problems occur. Therefore, when shifting from bank-specific RL control to fuel cut, the exhaust flow rate is adjusted so that the exhaust flow rate toward the lean combustion bank increases. Thereby, the exhaust flow rate to the rich combustion bank side is reduced, and the heat generation as described above can be reduced. In practice, the exhaust flow rate is adjusted by the ECU 20 supplying the control signals CS4 and CS5 to the control valves 25L and 25R.

  FIG. 7 shows a timing chart example of the catalyst temperature increase control according to this embodiment. Prior to time t6, the bank-specific RL control is performed on the internal combustion engine, and after time t6, fuel cut is performed. Prior to time t6, bank-specific RL control is performed, the A / F of the lean combustion bank 2R is lean, and the OSC of the corresponding start catalyst 15R is maximum (100%). Further, the A / F of the rich combustion bank 2L is rich, and the OSC of the corresponding start catalyst 15L is the minimum (0%). The OSC of the UF catalyst 16 is maintained in a neutral state (about 50%). Further, the fuel cut signal is off, and the left and right control valves 25L, 25R are both open. Therefore, the exhaust from each bank 2 flows to each exhaust passage 7.

  When the fuel cut condition is satisfied at time t6 and the fuel cut signal is turned on, the ECU 20 closes the left control valve 25L. As a result, as described above, the exhaust from the left bank 2L flows into the exhaust passage 7R of the right bank 2R through the communication passage 17. In both the left and right banks, the exhaust after fuel cut is lean. However, all the exhaust in the lean state flows to the exhaust passage 7R on the lean combustion bank 2R side by the control of the control valves 25L and 25R. In this way, it is possible to prevent lean exhaust gas from flowing into the start catalyst 15L on the rich combustion bank 2L side and generating heat. Further, since the A / F on the rich combustion bank 2L side is maintained in a rich state and the OSC of the start catalyst 15L is also kept to a minimum, the bank-specific RL control can be immediately resumed when returning from the fuel cut.

  FIG. 8 shows a flowchart of the catalyst temperature increase control according to the third embodiment. This control is performed by the ECU 20.

  First, the ECU 20 determines whether or not the execution condition for the bank-specific RL control is satisfied (step S21), and if it is satisfied, the bank-specific RL control is executed (step S22). Next, the ECU 20 determines whether or not a fuel cut condition is satisfied (step S23), and if not, continues the bank-specific RL control. On the other hand, when the fuel cut condition is satisfied (step S23; Yes), the ECU 20 controls the control valve 25 so that the exhaust flow rate of the exhaust passage on the lean combustion bank side becomes larger than the exhaust flow rate of the exhaust passage on the rich combustion bank side. (Step S24). Then, the ECU 20 determines whether or not the fuel cut end condition is satisfied (step S25). If the fuel cut end condition is satisfied, the ECU 20 ends the fuel cut and returns to the bank-specific RL control.

  As described above, in the present embodiment, when shifting from the bank-specific RL control to the fuel cut, the exhaust flow rate in the exhaust passage on the lean combustion bank side is larger than the exhaust flow rate in the exhaust passage on the rich combustion bank side. More preferably, the exhaust flow rate is controlled so that all exhaust on the rich combustion bank side flows into the lean combustion side exhaust passage, so that it is possible to prevent the start catalyst on the rich combustion bank side from generating heat during fuel cut. Thus, it is possible to smoothly return from the fuel cut to the bank-specific RL control.

1 shows a schematic configuration of a control device for an internal combustion engine according to a first embodiment. It is an example of the timing chart of the catalyst temperature rising control by 1st Embodiment. It is a flowchart of the catalyst temperature rising control by 1st Embodiment. It is a timing chart example of the catalyst temperature increase control according to the second embodiment. It is a flowchart of the catalyst temperature rising control by 2nd Embodiment. The schematic structure of the control apparatus of the internal combustion engine by 3rd Embodiment is shown. It is an example of the timing chart of the catalyst temperature rising control by 3rd Embodiment. It is a flowchart of the catalyst temperature rising control by 3rd Embodiment.

Explanation of symbols

1 Internal combustion engine
2L, 2R bank (cylinder group)
3L, 3R cylinder 4 Intake passage 5 Intake manifold 6 Exhaust manifold 7L, 7R Exhaust passage 8 Common exhaust passage 15L, 15R Start catalyst 16 UF catalyst

Claims (1)

A control device for an internal combustion engine comprising a plurality of cylinder groups,
An individual exhaust passage connected to each cylinder group;
A common exhaust passage formed by connecting the individual exhaust passages;
A first catalyst provided on each of the individual exhaust passages;
A second catalyst provided on the common exhaust passage;
An air-fuel ratio control unit capable of independently controlling the air-fuel ratio for each cylinder group,
The air-fuel ratio control unit sets the air-fuel ratio of one cylinder group to rich and sets the air-fuel ratio of the other cylinder groups to lean from fuel cut control for stopping fuel supply to all cylinder groups When switching to another control, the air-fuel ratio of the one cylinder group is set to rich and the air-fuel ratio of the other cylinder group is set to lean so that the air-fuel ratio of the common exhaust passage becomes rich for a predetermined time. A control device for an internal combustion engine.

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