JP6160589B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control apparatus for an internal combustion engine having a function of performing cylinder deactivation operation for suspending valve opening / closing and combustion of some cylinders of the internal combustion engine.

  In an internal combustion engine mounted on a vehicle, for example, as described in Japanese Patent Application Laid-Open No. 2009-191703, the valve timing (opening / closing timing) of an intake valve and an exhaust valve of the internal combustion engine is changed. Some are equipped with a variable valve timing mechanism. Furthermore, depending on the operating state of the internal combustion engine, etc., all cylinders that perform valve opening / closing (opening / closing of intake valves and exhaust valves) and combustion (fuel injection) in all cylinders, and valve opening / closing of some cylinders (resting cylinders) In addition, there is also a type in which combustion is stopped and cylinder resting operation in which valve opening / closing and combustion are performed in the remaining cylinders (combustion cylinders) is switched.

  Further, in the variable valve timing mechanism, the camshaft relative to the crankshaft is utilized by utilizing the cam torque (torque generated by the reaction force of the valve opening / closing drive) acting on the camshaft that drives the valve (intake valve or exhaust valve) to open / close A cam torque drive type variable valve timing mechanism that changes the valve timing by changing the rotation phase has been developed.

JP 2009-191703 A

  The present applicant is researching a system for switching between full cylinder operation and cylinder deactivation operation in an internal combustion engine equipped with a variable valve timing mechanism of a cam torque drive system. found.

  During the cylinder deactivation operation, in the combustion cylinder (cylinder performing valve opening / closing and combustion), the actual valve timing is controlled to the normal target valve timing set according to the engine operation state and the like. On the other hand, in the idle cylinder (cylinder which stops valve opening and closing and combustion), the cam torque decreases due to the valve opening and closing pause, making it difficult to control the variable valve timing mechanism of the cam torque drive system. (For example, any one of the most advanced position, the most retarded position, the intermediate position, etc.) is fixed.

  For this reason, when switching from cylinder deactivation operation to all cylinder operation, in the deactivation cylinder, even if the valve opening / closing and combustion are started and the target valve timing is set to the normal target valve timing, the actual valve timing is normally changed from the deactivation position. It takes a certain amount of time to reach the target valve timing. As a result, when switching from cylinder deactivation operation to all cylinder operation, the time for all cylinder operation becomes longer when the actual valve timing is different between the deactivation cylinder and the combustion cylinder (that is, the intake air amount is different). There is a problem that the torque controllability is deteriorated and the control is complicated.

  Therefore, the problem to be solved by the present invention is that when switching from cylinder deactivation operation to all cylinder operation, the entire valve timing is different between the deactivation cylinder and the combustion cylinder (that is, the intake air amount is different). An object of the present invention is to provide a control device for an internal combustion engine that can shorten the time for cylinder operation.

  In order to solve the above-described problems, the present invention provides a variable valve timing mechanism (12, 13) that changes a valve timing by using a cam torque that acts on a cam shaft that opens and closes a valve of an internal combustion engine (11), and an internal combustion engine. All cylinder operation in which all the cylinders of the engine (11) open / close and burn, and some cylinders of the internal combustion engine (11) (hereinafter referred to as “pause cylinder”) (23) stop valve opening / closing and combustion, and the rest In a control device for an internal combustion engine comprising a cylinder (hereinafter referred to as a “combustion cylinder”) (24) and a control means (20) for switching between a cylinder deactivation operation for performing valve opening and closing and combustion, the control means (20) When switching from operation to all-cylinder operation, the valve opening / closing of the deactivated cylinder (23) is started, and the target valve timing of the combustion cylinder (24) is set to a value during the cylinder deactivated operation of the deactivated cylinder (23). And the target valve timing of the deactivated cylinder (23) is set to the normal target valve timing, or the target valve timing of the combustion cylinder (24) and the target valve timing of the deactivated cylinder (23) are both deactivated. The intermediate timing between the valve timing during the cylinder deactivation operation of the cylinder (23) and the normal target valve timing is set. Thereafter, the difference between the actual valve timing of the combustion cylinder (24) and the actual valve timing of the deactivated cylinder (23) is When the value becomes equal to or less than a predetermined value, the target valve timing of the combustion cylinder (24) and the target valve timing of the idle cylinder (23) are both set to normal target valve timing.

  In this configuration, when switching from the cylinder deactivation operation to the all cylinder operation, first, valve opening / closing of the deactivation cylinder is started, the target valve timing of the combustion cylinder is set to the valve timing during the cylinder deactivation operation of the deactivation cylinder, and the deactivation operation is performed. The target valve timing of the cylinder is set to the normal target valve timing (or the target valve timing of the combustion cylinder and the target valve timing of the idle cylinder are both set to the valve timing during the cylinder idle operation of the idle cylinder and the normal target valve timing. Set to middle). As a result, the actual valve timing of the combustion cylinder and the actual valve timing of the idle cylinder can be changed toward each other, so that the difference between the actual valve timing of the combustion cylinder and the actual valve timing of the idle cylinder can be quickly reduced. Can do.

  After that, when the difference between the actual valve timing of the combustion cylinder and the actual valve timing of the idle cylinder falls below a predetermined value, both the target valve timing of the combustion cylinder and the target valve timing of the idle cylinder are set to the normal target valve timing. Set. As a result, the actual valve timing of the combustion cylinder and the actual valve timing of the deactivated cylinder can be changed toward the normal target valve timing in a state in which they are substantially matched.

  As a result, when switching from cylinder deactivation operation to all cylinder operation, the time for all cylinder operation in a state where the actual valve timing is different between the deactivation cylinder and the combustion cylinder (that is, a state where the intake air amount is different) is shortened. It is possible to suppress deterioration of torque control and complication of control.

  The control means (20) sets the target valve timing of the combustion cylinder (24) to the valve timing during the cylinder deactivation operation of the deactivation cylinder (23) when switching from the cylinder deactivation operation to the all cylinder operation, When the difference between the actual valve timing of the combustion cylinder (24) and the actual valve timing of the idle cylinder (23) becomes equal to or less than a predetermined value, the valve opening / closing and combustion of the idle cylinder (23) are started, and the combustion cylinder ( Both the target valve timing of 24) and the target valve timing of the idle cylinder (23) may be set to normal target valve timing.

  In this configuration, when switching from the cylinder deactivation operation to the all cylinder operation, first, the target valve timing of the combustion cylinder is set to the valve timing during the cylinder deactivation operation of the deactivation cylinder. As a result, the actual valve timing of the combustion cylinder can be changed toward the deactivation position (valve timing during the deactivation operation of the deactivation cylinder).

  Thereafter, when the difference between the actual valve timing of the combustion cylinder and the actual valve timing of the deactivated cylinder becomes equal to or less than a predetermined value, the valve opening / closing and combustion of the deactivated cylinder are started, and the target valve timing of the combustion cylinder and the deactivated cylinder Both target valve timings are set to normal target valve timing. As a result, the actual valve timing of the combustion cylinder and the actual valve timing of the deactivated cylinder can be changed toward the normal target valve timing, and the actual valve timing of the combustion cylinder and the actual valve timing of the deactivated cylinder can be changed. Combustion of the idle cylinder can be started after the timings substantially coincide.

  As a result, when switching from cylinder deactivation operation to all cylinder operation, it is possible to substantially eliminate the time for all cylinder operation when the actual valve timing is different between the deactivation cylinder and the combustion cylinder (that is, the intake air amount is different). It is possible to suppress deterioration of torque control and complication of control.

  The control means (20) starts the valve opening / closing of the deactivated cylinder (23) when switching from the cylinder deactivated operation to the all cylinder operation, and sets the target valve timing of the combustion cylinder (24) and the deactivated cylinder (23). Both target valve timings are set to normal target valve timings, and then, when the difference between the actual valve timing of the combustion cylinder (24) and the actual valve timing of the deactivated cylinder (23) becomes equal to or less than a predetermined value, Combustion of the cylinder (23) may be started.

  In this configuration, when switching from the cylinder deactivation operation to the all cylinder operation, first, the valve opening / closing of the deactivation cylinder is started, and the target valve timing of the combustion cylinder and the target valve timing of the deactivation cylinder are both set to the normal target valve timing. Set. As a result, the actual valve timing of the idle cylinder can be changed toward the normal target valve timing.

  Thereafter, when the difference between the actual valve timing of the combustion cylinder and the actual valve timing of the deactivated cylinder becomes equal to or less than a predetermined value, combustion of the deactivated cylinder is started. Thereby, combustion of the idle cylinder can be started after the actual valve timing of the combustion cylinder substantially matches the actual valve timing of the idle cylinder.

  Even in this case, when switching from cylinder deactivation operation to all cylinder operation, the time for all cylinder operation in the state where the actual valve timing is different between the deactivation cylinder and the combustion cylinder (that is, the state where the intake air amount is different) is almost the same. This can eliminate the deterioration of torque control and the complexity of control.

FIG. 1 is a diagram showing a schematic configuration of an engine control system in Embodiment 1 of the present invention. FIG. 2 is a time chart illustrating an execution example of cylinder return control according to the first embodiment. FIG. 3 is a flowchart showing the flow of processing of the cylinder return control routine of the first embodiment. FIG. 4 is a flowchart showing the flow of processing of the cylinder return control routine of the second embodiment. FIG. 5 is a time chart showing an execution example of cylinder return control of the third embodiment. FIG. 6 is a flowchart showing the flow of processing of the cylinder return control routine of the third embodiment. FIG. 7 is a time chart showing an execution example of cylinder return control of the fourth embodiment. FIG. 8 is a flowchart showing the flow of processing of the cylinder return control routine of the fourth embodiment.

  Hereinafter, some embodiments embodying the mode for carrying out the present invention will be described.

A first embodiment of the present invention will be described with reference to FIGS.
First, a schematic configuration of the engine control system will be described with reference to FIG.
A variable valve timing mechanism 12 and an exhaust valve (not shown) for changing the valve timing (opening / closing timing) of an intake valve (not shown) are provided in each bank 21 and 22 of an internal combustion engine, for example, a V-6 engine 11. A variable valve timing mechanism 13 for changing the valve timing is provided.

  The variable valve timing mechanisms 12 and 13 use a cam torque (torque generated by a reaction force of the valve opening / closing drive) acting on a cam shaft (not shown) that drives the valve (intake valve or exhaust valve) to open / close. This is a cam torque drive type variable valve timing mechanism that changes the valve timing by changing the rotational phase of the cam shaft relative to a shaft (not shown).

  Further, one bank 21 of the engine 11 is provided with a cylinder deactivation device 14 for deactivating valve opening / closing (opening / closing of the intake valve and the exhaust valve). This cylinder deactivation device 14 deactivates valve opening / closing by switching to a state in which power is not transmitted between the camshaft and the valve (for example, a state in which the cam and camshaft that presses the valve are disconnected) by hydraulic pressure or the like. And is configured to keep the valve closed.

  Hereinafter, the bank 21 provided with the cylinder deactivation device 14 among the banks 21 and 22 of the engine 11 is referred to as a “deactivation bank”, and the bank 22 without the cylinder deactivation device 14 is referred to as a “combustion bank”. " Further, the cylinder 23 of the deactivation bank 21 is referred to as “deactivation cylinder”, and the cylinder 24 of the combustion bank 22 is referred to as “combustion cylinder”.

  The exhaust pipes 15 of the banks 21 and 22 of the engine 11 are each provided with a catalyst 16 such as a three-way catalyst for purifying exhaust gas. A crank angle sensor 17 that outputs a pulse signal each time the crankshaft rotates a predetermined crank angle is provided on the outer peripheral side of the crankshaft of the engine 11. The engine speed is detected.

  Further, the banks 21 and 22 of the engine 11 respectively have an intake side cam angle sensor 18 that outputs a cam angle signal in synchronization with the rotation of the intake side cam shaft and a cam angle signal in synchronization with the rotation of the exhaust side cam shaft. Is provided with an exhaust-side cam angle sensor 19. Based on the output signal of the intake cam angle sensor 18 and the output signal of the crank angle sensor 17, the actual valve timing of the intake valve (the rotation phase of the intake cam shaft with respect to the crankshaft) is detected. Further, the actual valve timing of the exhaust valve (the rotational phase of the exhaust camshaft with respect to the crankshaft) is detected based on the output signal of the exhaust cam angle sensor 19 and the output signal of the crank angle sensor 17.

  Outputs of these sensors 17 to 19 and other various sensors (for example, a throttle opening sensor, an intake pressure sensor, a coolant temperature sensor, etc.) are input to an electronic control unit (hereinafter referred to as “ECU”) 20. The ECU 20 (control means) is composed mainly of a microcomputer, and executes various engine control programs stored in a built-in ROM (storage medium), thereby injecting fuel according to the engine operating state. Control the amount, ignition timing, throttle opening (intake air amount), etc.

  Further, the ECU 20 sets the target valve timings of the intake valves and exhaust valves according to the engine operating state and the like, and the variable valve timing mechanisms 12, 13 so that the actual valve timings of the intake valves and exhaust valves coincide with the target valve timings. To control.

  Further, the ECU 20 switches between all-cylinder operation and cylinder deactivation operation according to the engine operation state and the like. In all-cylinder operation, valve opening / closing and combustion (fuel injection) are performed in all cylinders of the engine 11 (cylinders of the stop bank 21 and the combustion bank 22). On the other hand, in the cylinder deactivation operation, the valve opening / closing and combustion of the deactivated cylinder 23 (cylinder of the deactivated bank 21) of the engine 11 are deactivated, and the valve opening / closing and combustion are performed in the combustion cylinder 24 (cylinder of the combustion bank 22).

  During the cylinder deactivation operation, in the combustion cylinder 24 (cylinder performing valve opening / closing and combustion), the actual valve timing is controlled to the normal target valve timing set according to the engine operation state and the like. On the other hand, in the idle cylinder 23 (cylinder that stops the valve opening and closing and combustion), the cam torque decreases due to the valve opening and closing pause, making it difficult to control the variable valve timing mechanisms 12 and 13 of the cam torque drive system. It is fixed at a predetermined rest position (for example, any one of the most advanced position, the most retarded position, the intermediate position, etc.).

  For this reason, when switching from the cylinder deactivation operation to the all cylinder operation, the deactivation cylinder 23 starts the valve opening / closing and the combustion and at the same time sets the target valve timing to the normal target position (normal target valve timing). A certain amount of time is required until the timing reaches the normal target position from the rest position. Thus, when switching from cylinder deactivation operation to full cylinder operation, the actual valve timing is different between the deactivation cylinder 23 and the combustion cylinder 24 (that is, between the deactivation bank 21 and the combustion bank 22) (that is, the intake air amount). However, it takes a long time to operate all cylinders in a different state), resulting in deterioration of torque controllability and complicated control.

  As a countermeasure against this, in the first embodiment, the cylinder return control routine of FIG. 3 described later is executed by the ECU 20 so that the cylinder return control is performed as follows when switching from the cylinder deactivation operation to the all cylinder operation.

  As shown in FIG. 2, when switching from cylinder deactivation operation to all cylinder operation, first, valve opening and closing and combustion (fuel injection) of the deactivation cylinder 23 are performed at time t1 when a cylinder return request (all cylinder operation request) occurs. Start. Further, the target valve timing of the combustion cylinder 24 is set to the rest position (valve timing during the cylinder rest operation of the rest cylinder 23), and the target valve timing of the rest cylinder 23 is set to the normal target position (normal target valve timing). To do. Alternatively, the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are both set between the pause position and the normal target position (not shown). As a result, the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 are changed toward each other, and the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 is quickly reduced. .

  Thereafter, at the time t2 when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 becomes equal to or less than a predetermined value, both the target valve timing of the combustion cylinder 24 and the target valve timing of the deactivated cylinder 23 are normally set. Set to the target position. As a result, the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 are changed toward the normal target position in a state where they are substantially matched.

Hereinafter, the processing content of the cylinder return control routine of FIG. 3 executed by the ECU 20 in the first embodiment will be described.
The cylinder return control routine shown in FIG. 3 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 20 (while the ignition switch is on).

  When this routine is started, first, at step 101, it is determined whether or not the cylinder is deactivated. If it is determined that the cylinder is not deactivated, the processing after step 102 is not performed. This routine is terminated.

On the other hand, if it is determined in the above step 101 that the cylinder is deactivated, the process proceeds to step 102, where it is determined whether a cylinder return request (all cylinder operation request) has occurred, and a cylinder return request is generated. If it is determined that the routine has not been performed, the routine is terminated without performing the processing from step 103 onward.
Thereafter, when it is determined in step 102 that a cylinder return request has occurred, the routine proceeds to step 103, where valve opening / closing and combustion (fuel injection) of the idle cylinder 23 are started.

  Thereafter, the routine proceeds to step 104, where the target valve timing of the combustion cylinder 24 is set to the rest position (valve timing during the cylinder rest operation of the rest cylinder 23), and the target valve timing of the rest cylinder 23 is set to the normal target position (ordinary normal position). Target valve timing). Alternatively, the target valve timing of the combustion cylinder 24 and the target valve timing of the deactivated cylinder 23 are both set between the deactivated position and the normal target position.

  Thereafter, the routine proceeds to step 105, where it is determined whether or not the difference ΔVT (absolute value) between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the idle cylinder 23 has become a predetermined value or less. In this case, for example, it is determined whether or not the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the idle cylinder 23 has become a predetermined value or less in both the intake valve and the exhaust valve.

  In this step 105, the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 is less than a predetermined value (for example, the difference ΔVT of the actual valve timing is lower than the predetermined value for both the intake valve and the exhaust valve). When it is determined that the target valve timing is reached, the routine proceeds to step 106 where both the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are set to the normal target position.

  In the first embodiment described above, when switching from the cylinder deactivation operation to the all cylinder operation, first, when a cylinder return request is generated, the valve opening and closing of the deactivation cylinder 23 and combustion are started, and the target of the combustion cylinder 24 is started. The valve timing is set to the rest position, and the target valve timing of the rest cylinder 23 is set to the normal target position. Alternatively, the target valve timing of the combustion cylinder 24 and the target valve timing of the deactivated cylinder 23 are both set between the deactivated position and the normal target position. As a result, the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 can be changed toward each other, so that the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 can be quickly determined. Can be made smaller.

  After that, when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 becomes a predetermined value or less, both the target valve timing of the combustion cylinder 24 and the target valve timing of the deactivated cylinder 23 are set to the normal target. Set to position. As a result, the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 can be changed toward the normal target position in a state where the actual valve timing is substantially matched.

  In this way, when switching from the cylinder deactivation operation to the all cylinder operation, the time during which all cylinder operations are performed in a state where the actual valve timing is different between the deactivation cylinder 23 and the combustion cylinder 24 (that is, a state where the intake air amount is different). Can be shortened, and deterioration of torque control and complication of control can be suppressed.

  Next, Embodiment 2 of the present invention will be described with reference to FIG. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

  In the first embodiment, when the cylinder return request is generated, the valve opening and closing and combustion (fuel injection) of the idle cylinder 23 are started. On the other hand, in the second embodiment, the ECU 20 executes a cylinder return control routine of FIG. 4 to be described later, so that when the cylinder return request is generated, the valve opening / closing of the idle cylinder 23 is started, and the combustion cylinder 24 When the difference between the actual valve timing and the actual valve timing of the deactivated cylinder 23 becomes equal to or less than a predetermined value, combustion (fuel injection) of the deactivated cylinder 23 is started.

  The routine of FIG. 4 executed in the second embodiment is obtained by changing the processing of steps 103 and 106 of the routine of FIG. 3 described in the first embodiment to the processing of steps 103a and 106a. Step processing is the same as in FIG.

In the cylinder return control routine of FIG. 4, first, at step 101, it is determined whether or not the cylinder is deactivated. If it is determined that the cylinder is deactivated, the routine proceeds to step 102 and a cylinder return request is made. Whether or not has occurred is determined.
When it is determined in this step 102 that a cylinder return request has occurred, the process proceeds to step 103a, where the valve opening / closing of the deactivated cylinder 23 is started.

  Thereafter, the routine proceeds to step 104, where the target valve timing of the combustion cylinder 24 is set to the rest position and the target valve timing of the rest cylinder 23 is set to the normal target position. Alternatively, the target valve timing of the combustion cylinder 24 and the target valve timing of the deactivated cylinder 23 are both set between the deactivated position and the normal target position.

Thereafter, the routine proceeds to step 105, where it is determined whether or not the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 has become a predetermined value or less.
When it is determined in step 105 that the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 has become a predetermined value or less, the routine proceeds to step 106a, where the combustion (fuel injection) of the deactivated cylinder 23 is performed. ) And the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are both set to the normal target position.

  In the second embodiment described above, when switching from the cylinder deactivation operation to the all cylinder operation, first, when a cylinder return request is generated, the valve opening / closing of the deactivation cylinder 23 is started and the target valve timing of the combustion cylinder 24 is started. Is set to the rest position, and the target valve timing of the rest cylinder 23 is set to the normal target position. Alternatively, the target valve timing of the combustion cylinder 24 and the target valve timing of the deactivated cylinder 23 are both set between the deactivated position and the normal target position. Thereafter, when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 becomes a predetermined value or less, combustion of the deactivated cylinder 23 is started, and the target valve timing and deactivated cylinder of the combustion cylinder 24 are started. Both target valve timings 23 are set to the normal target position. In this way, when switching from the cylinder deactivation operation to the all cylinder operation, the time during which all cylinder operations are performed in a state where the actual valve timing is different between the deactivation cylinder 23 and the combustion cylinder 24 (that is, a state where the intake air amount is different). Can be almost eliminated, and deterioration of torque control and complication of control can be suppressed.

  Next, Embodiment 3 of the present invention will be described with reference to FIGS. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

  In the third embodiment, the cylinder return control routine of FIG. 6 to be described later is executed by the ECU 20 so that the cylinder return control is performed as follows when switching from the cylinder deactivation operation to the all cylinder operation.

  As shown in FIG. 5, when switching from cylinder deactivation operation to all cylinder operation, first, at the time t1 when a cylinder return request (all cylinder operation request) is generated, the target valve timing of the combustion cylinder 24 is set to the deactivation position (deactivation cylinder (deactivation cylinder)). 23, valve timing during cylinder deactivation operation). As a result, the actual valve timing of the combustion cylinder 24 is changed toward the rest position.

  Thereafter, at the time t2 when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the idle cylinder 23 becomes equal to or less than a predetermined value, the valve opening and closing and combustion (fuel injection) of the idle cylinder 23 are started. Further, both the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are set to the normal target position. As a result, the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 are changed toward the normal target position in a state where they are substantially matched, and the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 are changed. Are substantially coincided with each other, the combustion of the idle cylinder 23 is started.

Hereinafter, the processing content of the cylinder return control routine of FIG. 6 executed by the ECU 20 in the third embodiment will be described.
In the cylinder return control routine of FIG. 6, first, at step 201, it is determined whether or not a cylinder deactivation operation is being performed. If it is determined that the cylinder deactivation operation is being performed, the routine proceeds to step 202 and a cylinder return request is made. Whether or not has occurred is determined.

When it is determined in step 202 that a cylinder return request has been generated, the process proceeds to step 203, where the target valve timing of the combustion cylinder 24 is set to the rest position.
Thereafter, the routine proceeds to step 204, where it is determined whether or not the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 has become a predetermined value or less.

When it is determined in step 204 that the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 has become a predetermined value or less, the routine proceeds to step 205 where the valve opening / closing and combustion of the deactivated cylinder 23 are performed. (Fuel injection) is started.
Thereafter, the routine proceeds to step 206, where the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are both set to the normal target position.

  In the third embodiment described above, when switching from the cylinder deactivation operation to the all cylinder operation, first, when a cylinder return request is generated, the target valve timing of the combustion cylinder 24 is set to the deactivation position. Thereby, the actual valve timing of the combustion cylinder 24 can be changed toward the rest position.

  Thereafter, when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 becomes a predetermined value or less, the valve opening / closing and combustion of the deactivated cylinder 23 are started, and the target valve timing of the combustion cylinder 24 is started. And the target valve timing of the idle cylinder 23 is set to the normal target position. As a result, the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 can be changed toward the normal target position while being substantially matched, and the actual valve timing of the combustion cylinder 24 and the deactivated cylinder 23 of the deactivated cylinder 23 can be changed. Combustion of the idle cylinder 23 can be started after the actual valve timing substantially coincides.

  In this way, when switching from the cylinder deactivation operation to the all cylinder operation, the time during which all cylinder operations are performed in a state where the actual valve timing is different between the deactivation cylinder 23 and the combustion cylinder 24 (that is, a state where the intake air amount is different). Can be almost eliminated, and deterioration of torque control and complication of control can be suppressed.

  Next, Embodiment 4 of the present invention will be described with reference to FIGS. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.

  In the fourth embodiment, the cylinder return control routine shown in FIG. 8 described later is executed by the ECU 20 so that the cylinder return control is performed as follows when switching from the cylinder deactivation operation to the all cylinder operation.

  As shown in FIG. 7, when switching from the cylinder deactivation operation to the all cylinder operation, first, the valve opening / closing of the deactivation cylinder 23 is started at time t1 when a cylinder return request (all cylinder operation request) is generated. Further, both the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are set to the normal target position (normal target valve timing). Thereby, the actual valve timing of the idle cylinder 23 is changed toward the normal target valve timing.

  Thereafter, combustion (fuel injection) of the idle cylinder 23 is started at a time t2 when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the idle cylinder 23 becomes a predetermined value or less. As a result, combustion of the idle cylinder 23 is started after the actual valve timing of the combustion cylinder 24 and the actual valve timing of the idle cylinder 23 substantially coincide.

Hereinafter, the processing content of the cylinder return control routine of FIG. 8 executed by the ECU 20 in the fourth embodiment will be described.
In the cylinder return control routine of FIG. 8, first, at step 301, it is determined whether or not a cylinder deactivation operation is being performed. If it is determined that the cylinder deactivation operation is being performed, the routine proceeds to step 302 and a cylinder return request is made. Whether or not has occurred is determined.

When it is determined in this step 302 that a cylinder return request has occurred, the process proceeds to step 303 to start opening / closing the valve of the deactivated cylinder 23.
Thereafter, the routine proceeds to step 304 where both the target valve timing of the combustion cylinder 24 and the target valve timing of the idle cylinder 23 are set to the normal target position.

Thereafter, the process proceeds to step 305, in which it is determined whether or not the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 has become a predetermined value or less.
When it is determined in step 305 that the difference ΔVT between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 has become equal to or less than a predetermined value, the process proceeds to step 306 and combustion of the deactivated cylinder 23 (fuel injection) ).

  In the fourth embodiment described above, when switching from the cylinder deactivation operation to the all cylinder operation, first, when a cylinder return request is generated, the valve opening / closing of the deactivation cylinder 23 is started and the target valve timing of the combustion cylinder 24 is started. And the target valve timing of the idle cylinder 23 is set to the normal target position. Thereby, the actual valve timing of the idle cylinder 23 can be changed toward the normal target valve timing.

  Thereafter, when the difference between the actual valve timing of the combustion cylinder 24 and the actual valve timing of the deactivated cylinder 23 becomes a predetermined value or less, combustion of the deactivated cylinder 23 is started. Thereby, the combustion of the idle cylinder 23 can be started after the actual valve timing of the combustion cylinder 24 and the actual valve timing of the idle cylinder 23 substantially coincide.

  Even in this case, when switching from cylinder deactivation operation to all cylinder operation, the time for all cylinder operation in a state where the actual valve timing is different between the deactivation cylinder 23 and the combustion cylinder 24 (that is, a state where the intake air amount is different). Can be almost eliminated, and deterioration of torque control and complication of control can be suppressed.

  In each of the first to fourth embodiments, the present invention is applied to a system in which both the variable valve timing mechanism for the intake bubble and the variable valve timing mechanism for the exhaust valve are mounted. The present invention may be applied to a system equipped with only one of a valve timing mechanism and an exhaust valve variable valve timing mechanism.

  Further, the present invention is not limited to a V-type 6-cylinder engine as long as the system is equipped with a cam torque-driven variable valve timing mechanism and switches between all-cylinder operation and cylinder deactivation operation. For example, the present invention may be applied to a horizontally opposed engine, an in-line engine, or the like, or may be applied to an engine having 5 cylinders or less or an engine having 7 cylinders or more.

  DESCRIPTION OF SYMBOLS 11 ... Engine (internal combustion engine) 12, 13 ... Variable valve timing mechanism, 14 ... Cylinder deactivation device, 20 ... ECU (control means), 23 ... Deactivation cylinder, 24 ... Combustion cylinder

Claims (3)

A variable valve timing mechanism (12, 13) that changes a valve timing by using a cam torque acting on a camshaft that drives a valve of an internal combustion engine (11) to open and close, and a valve that opens and closes in all cylinders of the internal combustion engine (11). Operation of all cylinders that perform combustion and valve opening and closing of some cylinders (hereinafter referred to as “rest cylinders”) (23) of the internal combustion engine (11) and combustion are stopped, and the remaining cylinders (hereinafter referred to as “combustion cylinders”) ( 24) In a control device for an internal combustion engine, comprising control means (20) for switching between cylinder opening and closing and cylinder deactivation operation in 24)
The control means (20) starts the valve opening / closing of the idle cylinder (23) when switching from the cylinder idle operation to the all cylinder operation, and sets the target valve timing of the combustion cylinder (24) to the idle cylinder. (23) The valve timing during the cylinder deactivation operation is set and the target valve timing of the deactivation cylinder (23) is set to a normal target valve timing, or the target valve timing of the combustion cylinder (24) and the Both target valve timings of the deactivated cylinder (23) are set between the valve timing during the cylinder deactivation operation of the deactivated cylinder (23) and the normal target valve timing, and then the actual cylinder cylinder (24) is actually operated. When the difference between the valve timing and the actual valve timing of the deactivated cylinder (23) becomes a predetermined value or less, the combustion cylinder Control apparatus for an internal combustion engine, wherein a target valve timing setting both the normal target valve timing of the target valve timing and the halted cylinder (23) 24). A variable valve timing mechanism (12, 13) that changes a valve timing by using a cam torque acting on a camshaft that drives a valve of an internal combustion engine (11) to open and close, and a valve that opens and closes in all cylinders of the internal combustion engine (11). Operation of all cylinders that perform combustion and valve opening and closing of some cylinders (hereinafter referred to as “rest cylinders”) (23) of the internal combustion engine (11) and combustion are stopped, and the remaining cylinders (hereinafter referred to as “combustion cylinders”) ( 24) In a control device for an internal combustion engine, comprising control means (20) for switching between cylinder opening and closing and cylinder deactivation operation in 24)
The control means (20) sets the target valve timing of the combustion cylinder (24) to the valve timing during the cylinder deactivation operation of the deactivation cylinder (23) when switching from the cylinder deactivation operation to the all cylinder operation. Thereafter, when the difference between the actual valve timing of the combustion cylinder (24) and the actual valve timing of the deactivated cylinder (23) becomes a predetermined value or less, the valve opening and closing and combustion of the deactivated cylinder (23) are performed. The control apparatus for an internal combustion engine is characterized by starting and setting both the target valve timing of the combustion cylinder (24) and the target valve timing of the idle cylinder (23) to normal target valve timing. A variable valve timing mechanism (12, 13) that changes a valve timing by using a cam torque acting on a camshaft that drives a valve of an internal combustion engine (11) to open and close, and a valve that opens and closes in all cylinders of the internal combustion engine (11). Operation of all cylinders that perform combustion and valve opening and closing of some cylinders (hereinafter referred to as “rest cylinders”) (23) of the internal combustion engine (11) and combustion are stopped, and the remaining cylinders (hereinafter referred to as “combustion cylinders”) ( 24) In a control device for an internal combustion engine, comprising control means (20) for switching between cylinder opening and closing and cylinder deactivation operation in 24)
The control means (20) starts valve opening / closing of the deactivated cylinder (23) when switching from the cylinder deactivated operation to the all cylinder operation, and sets the target valve timing of the combustion cylinder (24) and the deactivated cylinder. Both target valve timings of (23) are set to normal target valve timings, and thereafter the difference between the actual valve timing of the combustion cylinder (24) and the actual valve timing of the deactivated cylinder (23) is less than or equal to a predetermined value. When this happens, combustion of the idle cylinder (23) is started.

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