JP2016138502A - Cylinder deactivation control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cylinder deactivation control device for an internal combustion engine capable of curbing torque fluctuation due to cylinder deactivation while preventing a reduction in fuel efficiency.SOLUTION: A cylinder deactivation control device for an internal combustion engine performs: first control, when a request is made for deactivating a portion of cylinders, to increase power of an electric supercharger in a manner that increases supercharging pressure to a target value and to decrease the power thereof after the supercharging pressure reaches the target value; second control to deactivate the portion of the cylinders by operating a cylinder deactivation mechanism when the supercharging pressure reaches the target value; and third control to reduce an opening of a variable nozzle vane by the time the portion of the cylinders are deactivated at the latest.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a cylinder deactivation control device for an internal combustion engine.

  The following Patent Document 1 and Patent Document 2 disclose techniques related to control of an internal combustion engine that can deactivate some of a plurality of cylinders. In the technique described in Patent Document 1, in order to suppress a momentary torque decrease caused by the deactivation of some cylinders, the throttle opening is corrected to the open side when the conditions for deactivation of the cylinders are satisfied. The air pressure in the working cylinder is increased by reducing the negative pressure in the intake passage.

JP 2004-346875 A JP 2013-057289 A

  The torque fluctuation due to cylinder deactivation is particularly noticeable in an internal combustion engine equipped with a turbocharger. This is because the reduction of exhaust energy given to the turbine reduces the compressor power and makes it difficult to maintain the supercharging pressure. Moreover, although the internal combustion engine described in Patent Document 1 is a spark ignition engine, torque fluctuations due to cylinder deactivation can also occur in a diesel engine. This is because if the amount of air is insufficient, smoke is likely to be generated due to deterioration of combustion, so that the fuel injection amount is limited.

  However, when the opening of the throttle is increased, the amount of air increases, but the amount of EGR gas introduced decreases and the emission deteriorates. In addition, the amount of air cannot be increased quickly by controlling the throttle. Further, when the internal combustion engine is a diesel engine, the throttle is basically fully opened, so the throttle opening cannot be further increased to increase the amount of air.

  As a method for increasing the amount of air with good response, for example, a method using an auxiliary supercharger such as a mechanical supercharger disclosed in Patent Document 2 can be considered. However, power from the crankshaft is used to drive the mechanical supercharger. For this reason, there is a possibility that the fuel efficiency may be deteriorated depending on how the mechanical supercharger is used.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a cylinder deactivation control device for an internal combustion engine that can suppress torque fluctuation due to cylinder deactivation while suppressing deterioration in fuel consumption. .

  In order to achieve the above object, the present invention has a plurality of first superchargers having a turbine having variable nozzle vanes and driven by exhaust, and second superchargers driven by power other than exhaust. A cylinder deactivation control device for an internal combustion engine, comprising: a cylinder deactivation mechanism that deactivates some of the cylinders, wherein the intake air is downstream of the first supercharger and downstream of the second supercharger. When there is a request for air pressure measurement means for measuring the air pressure in the passage, and for a part of the cylinders to be deactivated, there is a request for a target air pressure setting means for increasing the target value of the air pressure and a part of the cylinders to be deactivated. In this case, the power of the second supercharger is increased so as to increase the air pressure toward the target value, and after the air pressure reaches the target value, or the air pressure reaches the target value. Predicted Is a first control for reducing the work rate of the second supercharger, and a second control for operating the cylinder deactivation mechanism to deactivate the cylinders when the air pressure reaches the target value. And control means for executing a third control for reducing the opening of the variable nozzle vane before the partial cylinders are stopped at the latest.

  According to the present invention, the cylinder is deactivated after the air pressure is increased by the second supercharger before the cylinder is deactivated and the air pressure reaches the target value (or after the air pressure is predicted to reach the target value). By reducing the opening of the variable nozzle vane of the first supercharger until the second turbocharger's work rate is reduced, the reduction in air volume due to cylinder deactivation can be suppressed with less operation of the second supercharger Can do. Thereby, torque fluctuation due to cylinder deactivation can be suppressed while suppressing deterioration of fuel consumption due to operation of the second supercharger.

1 is a diagram illustrating a configuration of a system according to a first embodiment. It is a figure which shows the method of cylinder deactivation. 3 is a time chart showing the operation of the internal combustion engine during execution of cylinder deactivation control according to the first embodiment. 3 is a flowchart illustrating a control flow of the electric supercharger for cylinder deactivation control according to the first embodiment. 6 is a time chart showing the operation of the internal combustion engine during execution of cylinder deactivation control according to a modification of the first embodiment. 6 is a time chart showing the operation of the internal combustion engine during execution of cylinder deactivation control according to the second embodiment. 6 is a flowchart showing a control flow of an electric supercharger for cylinder deactivation control according to a second embodiment. 6 is a flowchart showing a control flow of an electric supercharger for return control from cylinder deactivation in a second embodiment.

  Embodiments of the present invention will be described below with reference to the drawings. However, in the embodiment shown below, when referring to the number of each element, quantity, quantity, range, etc., unless otherwise specified or clearly specified in principle, the reference However, the present invention is not limited to these numbers. Further, the structures, steps, and the like described in the embodiments below are not necessarily essential to the present invention unless otherwise specified or clearly specified in principle.

Embodiment 1 FIG.
[System configuration]
FIG. 1 is a diagram showing a system configuration according to the first embodiment of the present invention. The system shown in FIG. 1 includes an internal combustion engine 10. The internal combustion engine 10 is a diesel engine, is mounted on a vehicle, and is used as a power device. An intake passage 14 and an exhaust passage 16 are connected to the engine body 12 of the internal combustion engine 10. In FIG. 1, four cylinders are depicted in the engine body 12, but this is only an example, and the internal combustion engine according to the present invention may have a plurality of cylinders.

  An air cleaner 18 is provided at the inlet of the main intake passage 14 a of the intake passage 14. In the main intake passage 14a on the downstream side of the air cleaner 18, a compressor 22a (hereinafter referred to as a turbo compressor 22a) of a turbocharger 22 as a first supercharger is disposed in order to supercharge intake air. ing. The turbocharger 22 includes a turbine 22 b in the exhaust passage 16. The turbo compressor 22a is integrally connected to the turbine 22b via a connecting shaft, and is driven by exhaust gas flowing to the turbine 22b. The turbine 22b is provided with a variable nozzle vane 34 that changes the passage area of the exhaust gas. By changing the opening degree of the variable nozzle vane 34, it is possible to adjust the driving force of the turbo compressor 22a by adjusting the flow rate of the exhaust gas flowing to the turbine 22b.

  The intake passage 14 includes an intake bypass passage 14b. The intake bypass passage 14b bypasses the main intake passage 14a downstream of the air cleaner 18 and upstream of the turbo compressor 22a. A compressor 24a (hereinafter referred to as an electric compressor 24a) of an electric supercharger 24 as a second supercharger is disposed in the intake bypass passage 14b. The electric compressor 24a is driven by the electric motor 24b. Electric power is supplied to the electric motor 24b from a battery (not shown). An intake bypass valve 26 that opens and closes the main intake passage 14a is disposed at a portion of the main intake passage 14a located between the upstream end portion and the downstream end portion of the intake bypass passage 14b. When the electric compressor 24a is driven, the intake bypass valve 26 is closed.

  An intercooler 28 for cooling the air compressed by the turbo compressor 22a or both the turbo compressor 22a and the electric compressor 24a is disposed in the main intake passage 14a on the downstream side of the turbo compressor 22a. An electronically controlled throttle 30 for opening and closing the main intake passage 14a is disposed in the main intake passage 14a on the downstream side of the intercooler 28. The main intake passage 14a on the downstream side of the throttle 30 is configured as an intake manifold 14c, and intake air is distributed to each cylinder through the intake manifold 14c. The intake manifold 14c has a pressure sensor 32 (air pressure measuring means) for measuring the pressure of air compressed by the turbo compressor 22a or both of the turbo compressor 22a and the electric compressor 24a (hereinafter referred to as supercharging pressure). It is attached.

  Exhaust gas from each cylinder is collected by the exhaust manifold 16a in the exhaust passage 16 and sent to the turbine 22b. The exhaust manifold 16a is connected to the main intake passage 14a between the throttle 30 and the intake manifold 14c by the EGR passage 50. An EGR cooler 52 for cooling the EGR gas is disposed in the EGR passage 50. An EGR valve 54 that opens and closes the EGR passage 50 is disposed in the EGR passage 50 on the downstream side of the EGR cooler 52.

  In some cylinders (for example, the first cylinder and the fourth cylinder) of the four cylinders of the engine body 12, the lift of the intake valve and the lift of the exhaust valve are set to zero, and the operation of the cylinder is suspended. A cylinder deactivation mechanism 60 is provided. FIG. 2 depicts a cylinder deactivation method. The cylinder deactivation is realized by fully closing both the intake valve 72 and the exhaust valve 74 while the piston 70 is reciprocating and stopping the fuel injection by the fuel injection valve 76. By suspending some cylinders, pump loss, friction loss, cooling loss, etc. are reduced and fuel efficiency is improved. Further, by disabling some of the cylinders, the load per cylinder of the operating cylinders increases, while the amount of air passing through the engine body 12 decreases, so that the exhaust temperature can be raised.

  Returning to FIG. 1 again, the description of the system configuration of the first embodiment will be continued. The system shown in FIG. 1 includes a control device 100 that controls the internal combustion engine 10. The control device 100 is an ECU. The control device 100 has at least an input / output interface, a memory, and a CPU. The input / output interface is provided to take in sensor signals from the internal combustion engine 10 and various sensors attached to the vehicle and to output an operation signal to an actuator provided in the internal combustion engine 10. In the memory, various control programs and maps for controlling the internal combustion engine 10 are stored. The CPU reads the control program from the memory and executes it, and generates an operation signal based on the acquired sensor signal.

  The control program executed by the CPU includes a control program for operating the cylinder deactivation mechanism 60 to execute cylinder deactivation. When this control program is executed, the control device 100 functions as a cylinder deactivation control device of the internal combustion engine 10. When the control device 100 functions as a cylinder deactivation control device, the control device 100 performs a first control that is a control for the electric supercharger 24, a second control that is a control for the cylinder deactivation mechanism 60, and the variable nozzle vane 34. 3rd control which is control with respect to is performed.

[Cylinder deactivation control of Embodiment 1]
FIG. 3 is a time chart showing the operation of the internal combustion engine 10 during execution of cylinder deactivation control according to the first embodiment. FIG. 3 shows the operation amount given to the internal combustion engine 10 from the control device 100 in the cylinder deactivation control and the change of the control amount of the internal combustion engine 10 over time.

  In the first chart, the required number of operating cylinders is indicated by a broken line, and the number of operating cylinders realized in the internal combustion engine 10 is indicated by a solid line. When cylinder deactivation is performed by operating the cylinder deactivation mechanism 60, the number of operating cylinders is reduced from four to two. The operating range in which cylinder deactivation is performed is determined in a map using the required torque calculated from the accelerator pedal opening and the engine speed as parameters.

  The second chart shows the electric power supplied to the electric motor 24b of the electric supercharger 24, that is, the work rate of the electric supercharger 24 by a solid line.

  In the third chart, the target value of the boost pressure is indicated by a broken line, and the actual boost pressure measured by the pressure sensor 32 is indicated by a solid line.

  In the fourth chart, the opening (VN opening) of the variable nozzle vane 34 is indicated by a solid line.

  In the fifth chart, the target value of the air amount per cylinder is indicated by a broken line, and the actual air amount is indicated by a solid line. The actual air amount per cylinder is calculated from the output value of an air flow meter (not shown) provided near the inlet of the main intake passage 14a and the number of operating cylinders. Note that the waveform of the target value of the air amount and the waveform of the target value of the supercharging pressure are substantially similar, and the waveform of the actual air amount and the waveform of the actual supercharging pressure are generally similar.

  In the sixth chart, the allowable value of the fuel injection amount per cylinder is indicated by a broken line, and the actual injection amount is indicated by a solid line. The allowable value of the fuel injection amount is an upper limit value of the fuel injection amount for preventing smoke from being generated, and is calculated from the actual air amount per cylinder.

  In the seventh chart, the torque (ENG torque) of the internal combustion engine 10 when the cylinder deactivation control according to the first embodiment is performed is indicated by a solid line. Further, as a comparative example, the broken line indicates the torque of the internal combustion engine 10 when the number of operating cylinders is switched at the same time as the cylinder deactivation is requested, instead of the cylinder deactivation control of the first embodiment.

  According to the cylinder deactivation control of the first embodiment, when cylinder deactivation is requested at time t1, each target value of the supercharging pressure and the air amount is increased stepwise (target air pressure setting that the control device 100 has) Function as a means). The target value of the supercharging pressure is determined with reference to a map using the required torque and engine speed as parameters. Here, a value obtained by adding a predetermined amount to the value obtained from the map is set as the target value. The The electric power supplied from the electric supercharger 24 is determined by feedback control based on the difference between the target supercharging pressure and the actual supercharging pressure. Therefore, as soon as the target supercharging pressure is increased stepwise, the power supplied to the electric supercharger 24 is also increased. By performing supercharging by the electric supercharger 24, the actual supercharging pressure and the actual air amount gradually increase.

  At time t2 when the actual boost pressure increases and reaches the target value, cylinder deactivation is achieved by switching the number of operating cylinders. Further, the opening degree of the variable nozzle vane 34 is reduced in accordance with the switching of the number of operating cylinders.

  When some cylinders are deactivated, the exhaust energy given to the turbocharger 22 decreases because the total exhaust flow rate decreases. However, according to the cylinder deactivation control of the first embodiment, the boost pressure is increased and the air amount per cylinder is increased before the cylinder deactivation. The flow rate of the flowing exhaust is ensured. Furthermore, increasing the supercharging efficiency of the turbocharger 22 by reducing the opening of the variable nozzle vane 34 is also performed in accordance with cylinder deactivation.

  By the above operation, the reduction of the work rate of the turbocharger 22 due to cylinder deactivation is suppressed, so the actual supercharging pressure after cylinder deactivation is maintained at the level before cylinder deactivation is required, and cylinder deactivation is performed. The subsequent air amount per cylinder is also maintained at the level before the cylinder deactivation is required. By maintaining the air amount, a decrease in the allowable value of the fuel injection amount determined from the air amount is suppressed, and it is avoided that the fuel injection amount is limited by the allowable value. As a result, an amount of fuel necessary to maintain the torque can be injected into the operating cylinder after the cylinder is deactivated, and a decrease in torque due to the cylinder deactivation is suppressed. In the case of the comparative example in which the above operation is not performed, the work rate of the turbocharger decreases due to the decrease in the exhaust gas flow rate due to cylinder deactivation, and the supercharging pressure decreases accordingly. For this reason, a shortage occurs in the air amount per cylinder of the operating cylinder, the fuel injection amount is limited, and the torque temporarily decreases as shown by the broken line.

  After the actual supercharging pressure reaches the target value, the target values for the supercharging pressure and the air amount are returned to values obtained from the map. Since the actual supercharging pressure after cylinder deactivation is maintained at a level before cylinder deactivation is required, there is almost no difference between the actual supercharging pressure and the target value. Thereby, when the actual supercharging pressure reaches the target value, the power supplied to the electric supercharger 24 is reduced.

  As described above, according to the cylinder deactivation control of the first embodiment, the supercharging pressure is increased by the electric supercharger 24 before the cylinder deactivation, and after the supercharging pressure reaches the target value, the turbocharging is performed. Since the electric power supplied to the electric supercharger 24 is reduced after the opening of the variable nozzle vane 34 of the machine 22 is reduced, the decrease in the air amount due to cylinder deactivation can be suppressed with less operation of the electric supercharger 24. Thereby, torque fluctuation due to cylinder deactivation can be suppressed while suppressing deterioration of fuel consumption due to operation of the electric supercharger 24.

[Control Flow of Electric Supercharger of Embodiment 1]
FIG. 4 is a flowchart showing a control flow of the electric supercharger 24 for cylinder deactivation control according to the first embodiment. A control program corresponding to this control flow is stored in the memory of the control device 100. The operation of the internal combustion engine 10 shown in FIG. 3 is realized by controlling the electric supercharger 24 according to this control flow.

  According to the control flow shown in FIG. 4, the control device 100 first detects information related to the current operating state of the internal combustion engine 10 (step S2). Then, it is determined whether or not cylinder deactivation is requested from the information regarding the operating state, and it is determined whether or not the electric supercharger 24 can be operated (step S4). When the cylinder deactivation is not requested or the operation of the electric supercharger 24 is not possible, the control device 100 does not deactivate the cylinder and does not activate the electric supercharger 24.

  When cylinder deactivation is required and the electric supercharger 24 can be operated, the control device 100 increases the target value of the supercharging pressure (step S6), and the electric supercharger 24 is turned on by supplying power. Operate (step S8). Then, it is determined whether or not the actual supercharging pressure has reached the target value of the supercharging pressure (step S10), and the operation of the electric supercharger 24 is maintained until the actual supercharging pressure reaches the target value. Eventually, when the actual supercharging pressure reaches the target value, the control device 100 starts deactivation of some cylinders and decreases the power supplied to the electric supercharger 24 (step S12).

[Cylinder deactivation control of modification of Embodiment 1]
FIG. 5 is a time chart showing the operation of the internal combustion engine 10 during execution of cylinder deactivation control according to a modification of the first embodiment. In this modification, the power supplied from the electric supercharger 24 is increased at the time t1 when the cylinder deactivation is requested, and then reduced before the time t2 when the actual supercharging pressure reaches the target value. That is, if it is predicted that the actual supercharging pressure will increase to the target value after reducing the power supplied to the electric supercharger 24, the power supplied to the electric supercharger 24 may be reduced at any time. According to the cylinder deactivation control of this modified example, since the electric supercharger 24 is not operated wastefully, the deterioration of fuel consumption due to the operation of the electric supercharger 24 can be further suppressed.

Embodiment 2. FIG.
[Cylinder deactivation control of Embodiment 2]
FIG. 6 is a time chart showing the operation of the internal combustion engine 10 during execution of cylinder deactivation control according to the second embodiment. FIG. 6 shows the operation amount given to the internal combustion engine 10 from the control device 100 in the cylinder deactivation control and the change of the control amount of the internal combustion engine 10 over time. In each chart, the one based on the cylinder deactivation control according to the second embodiment is indicated by a solid line, and the one based on the cylinder deactivation control according to the first embodiment is illustrated by a broken line. Note that the cylinder deactivation control of the second embodiment is applied to a system having the configuration shown in FIG. 1 as in the first embodiment.

  In FIG. 6, the first chart shows the required number of operating cylinders. The second chart shows a method for controlling the power supplied from the electric supercharger 24. The third chart shows the electric power supplied to the electric motor 24b of the electric supercharger 24, that is, the power of the electric supercharger 24. The fourth chart shows the opening of the variable nozzle vane 34. The fifth chart shows the actual boost pressure. The sixth chart shows the actual air amount per cylinder. The seventh chart shows the number of operating cylinders realized in the internal combustion engine 10.

  According to the cylinder deactivation control of the second embodiment, when cylinder deactivation is requested at time t1, the control method of the electric power supplied to the electric supercharger 24 is changed from feedback control (FB control) to feedforward control (FF control). Can be switched. In the feedback control, the supply power is determined based on the difference between the target boost pressure and the actual boost pressure. By switching to the feedforward control, the supply power is increased stepwise to a predetermined set value. Further, according to the cylinder deactivation control of the second embodiment, the control method of the electric power supplied to the electric supercharger 24 is switched to the feedforward control, and at the same time, the opening degree of the variable nozzle vane 34 is reduced to reduce the turbocharger 22. The supercharging efficiency is increased.

  By increasing the supply power of the electric supercharger 24 to a set value by feedforward control and simultaneously reducing the opening of the variable nozzle vane 34 to increase the supercharging efficiency of the turbocharger 22, the actual supercharging pressure is increased. Increases more rapidly than in the first embodiment. Thereby, the time until the actual boost pressure reaches the target value is shortened. The number of operating cylinders is switched at time t3 when a predetermined time has elapsed from time t1 when switching to feedforward control. The predetermined time is a time sufficient for the actual supercharging pressure to reach the target value, and is determined in advance. The time t3 at which cylinder deactivation is achieved in the second embodiment is earlier than the time t2 at which cylinder deactivation is achieved in the second embodiment. At time t3, the control method for the power supplied to the electric supercharger 24 is switched again to feedback control, and the power supplied to the electric supercharger 24 is reduced.

  As described above, according to the cylinder deactivation control of the second embodiment, it is possible to shorten the time from when the cylinder deactivation is requested until the cylinder deactivation is achieved. As a result, the cylinder deactivation period is extended and the operating time of the electric supercharger 24 is shortened, so that the fuel consumption can be further improved compared to the cylinder deactivation control of the first embodiment.

[Control Flow of Electric Supercharger of Embodiment 2]
FIG. 7 is a flowchart showing a control flow of the electric supercharger 24 for cylinder deactivation control according to the second embodiment. A control program corresponding to this control flow is stored in the memory of the control device 100. The operation of the internal combustion engine 10 shown in FIG. 6 is realized by controlling the electric supercharger 24 according to this control flow.

  According to the control flow shown in FIG. 7, the control device 100 first detects information related to the current operating state of the internal combustion engine 10 (step S102). Then, it is determined whether or not cylinder deactivation is requested from the information regarding the operating state, and it is determined whether or not the electric supercharger 24 can be operated (step S104). When the cylinder deactivation is not requested or the operation of the electric supercharger 24 is not possible, the control device 100 does not deactivate the cylinder and does not activate the electric supercharger 24.

  When cylinder deactivation is requested and the electric supercharger 24 can be operated, the control device 100 switches the control method of the power supplied to the electric supercharger 24 to feedforward control (step S106), The electric supercharger 24 is operated by supplying electric power (step S108). At the same time, the opening degree of the variable nozzle vane 34 is reduced (VN closing control). And it is judged whether predetermined time passed (step S110), and operation | movement of the electric supercharger 24 is maintained until predetermined time passes. When the predetermined time has elapsed, the control device 100 starts to stop some of the cylinders (step S112), and switches the control method for the power supplied to the electric supercharger 24 to feedback control again (step S114).

[Control Flow (Return Control) of Electric Supercharger of Embodiment 2]
FIG. 8 is a flowchart showing a control flow of the electric supercharger 24 for return control from cylinder deactivation according to the second embodiment. A control program corresponding to this control flow is stored in the memory of the control device 100. Returning from cylinder deactivation is realized by controlling the electric supercharger 24 in accordance with this control flow during cylinder deactivation.

  According to the control flow shown in FIG. 8, the control device 100 first detects information related to the current operating state of the internal combustion engine 10 (step S202). Then, it is determined whether or not the return from the cylinder deactivation is requested from the information regarding the operation state, and it is determined whether or not the operation of the electric supercharger 24 can be stopped (step S204). If the return from cylinder deactivation is not requested or the operation of the electric supercharger 24 cannot be stopped, the control device 100 does not return from the cylinder deactivation and the operation of the electric supercharger 24 is not performed. It does not stop.

  When the return from cylinder deactivation is requested and the operation of the electric supercharger 24 can be stopped, the control device 100 switches the control method of the power supplied to the electric supercharger 24 to the feedforward control (step S206). ) The operation of the electric supercharger 24 is stopped (step S208). At the same time, the opening degree of the variable nozzle vane 34 is increased (VN opening control). And it is judged whether predetermined time passed (step S210), and the operation stop of the electric supercharger 24 is maintained until predetermined time passes. Eventually, when the predetermined time has elapsed, the control device 100 starts returning from cylinder deactivation (step S212), and switches the control method for the power supplied to the electric supercharger 24 to feedback control again (step S214).

Other embodiments.
In the configuration shown in FIG. 1, the electric supercharger 24 is provided upstream of the turbocharger 22, but the electric supercharger 24 may be disposed downstream of the turbocharger 22. Further, a mechanical supercharger may be used in place of the electric supercharger 24. Further, the present invention can be applied not only to a diesel engine but also to a spark ignition engine.

DESCRIPTION OF SYMBOLS 10 Internal combustion engine 22 Turbocharger 22a Turbo compressor 22b Turbine 24 Electric supercharger 24a Electric compressor 24b Electric motor 34 Variable nozzle vane 60 Cylinder deactivation mechanism 100 Controller

Claims (1)

A first turbocharger that has a turbine having variable nozzle vanes and is driven by exhaust, a second turbocharger that is driven by power other than exhaust, and a cylinder that pauses some of the cylinders A cylinder deactivation control device for an internal combustion engine comprising a deactivation mechanism,
Air pressure measuring means for measuring the air pressure of the intake passage downstream of the first supercharger and downstream of the second supercharger;
A target air pressure setting means for increasing a target value of the air pressure when there is a request to deactivate the some cylinders;
When there is a request to deactivate some of the cylinders, the power of the second supercharger is increased so as to increase the air pressure toward the target value, and after the air pressure reaches the target value Alternatively, after the air pressure is predicted to reach the target value, the first control to reduce the work rate of the second supercharger and the cylinder deactivation when the air pressure reaches the target value Control means for performing a second control for operating the mechanism to deactivate the some cylinders and a third control for reducing the opening of the variable nozzle vane until the some cylinders are deactivated at the latest. When,
A cylinder deactivation control device for an internal combustion engine, comprising:

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