JP2011236871A - Control device of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for internal combustion engine capable of suppressing the vibration etc. of the engine at its starting while starting characteristics and the accelerating performance of the engine are maintained favorably.SOLUTION: The engine 10 mounted to a hybrid vehicle is equipped with a supercharger 40 with stress laid on the output performance in which each cylinder 12A of a left bank is set so that the valve closing timing of the suction valve 34A is advanced from the suction lower dead center at starting. Each cylinder 12B of a right bank is arranged so that the stress is laid on suppressing the vibration at starting in which the valve closing timing of the suction valve 34B is advanced from the suction lower dead center at starting so as to constitute an Atkinson cycle. In the case that a requisite output at starting is no smaller than an output determination value, cylindrical start control is entirely executed using all cylinders 12A and 12B. In the case the a requisite output at starting is smaller than the output determination value, right bank start control is executed using only the right bank cylinders 12B while the left bank cylinders 12A are kept in pause.

Description

  The present invention relates to a control device for an internal combustion engine mounted on a hybrid vehicle, and more particularly to a control device for an internal combustion engine provided with a supercharger.

  As a prior art, for example, as disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 2004-27849), a control device for an internal combustion engine mounted on a hybrid vehicle and provided with a supercharger is known. In the prior art, for example, when switching from motor running to engine running, the engine is started with some cylinders deactivated. Thereby, in the prior art, the pumping loss at the time of starting is reduced, and startability is ensured.

JP 2004-27849 A JP 2008-133774 A

  By the way, in the above-described prior art, some cylinders are deactivated when the engine is started. However, in this configuration, for example, when an acceleration request is generated immediately after switching from motor running to engine running, there is a possibility that the output of the engine cannot be increased immediately, and an acceleration response delay is likely to occur. There is a problem.

  The present invention has been made to solve the above-described problems. The object of the present invention is to maintain startability while maintaining responsiveness during acceleration, and to achieve both of these performances. An object of the present invention is to provide a control device for an internal combustion engine that can perform the above-described operation.

A first invention is a first and second cylinder group configured by dividing a plurality of cylinders of an internal combustion engine mounted on a hybrid vehicle into two groups;
A first variable valve mechanism having a function of variably setting a valve timing of a first intake valve, which is an intake valve of the first cylinder group, and a function of stopping the first intake valve;
A second variable valve mechanism that variably sets a valve timing of a second intake valve that is an intake valve of the second cylinder group;
A supercharger disposed in an exhaust passage of the first cylinder group and supercharging intake air by utilizing an exhaust pressure of the first cylinder group;
When the internal combustion engine is started, the closing timing of the first intake valve is advanced from the intake bottom dead center, and the closing timing of the second intake valve is retarded from the intake bottom dead center. 1, all-cylinder starting means capable of starting with the second cylinder group;
When the internal combustion engine is started, the first intake valve is stopped and the closing timing of the second intake valve is retarded from the intake bottom dead center. Second cylinder group starting means capable of starting with two cylinder groups;
When the required output required when starting the internal combustion engine is greater than or equal to a predetermined output determination value, the start is executed by the all-cylinder starting means, and when the required output is smaller than the output determination value, the second cylinder Start control switching means for executing start by the group start means;
It is characterized by providing.

According to a second invention, the second variable valve mechanism is configured to be able to stop the second intake valve,
With the first intake valve closing timing advanced from the intake bottom dead center and the second intake valve stopped, the second cylinder group is deactivated and the first cylinder group First cylinder group starting means capable of starting;
Low temperature start control means for starting by the first cylinder group starting means instead of the all cylinder starting means and the second cylinder group starting means when the engine temperature is equal to or lower than a predetermined low temperature judgment value at the time of starting the internal combustion engine And comprising.

  According to a third aspect of the invention, the first variable valve mechanism has a function of locking the valve timing of the first intake valve in a state advanced from the most retarded position while the internal combustion engine is stopped.

  According to the first invention, when the requested output at the time of starting is equal to or greater than the output determination value, the starting can be performed by the all cylinder starting means. The all-cylinder starting means can smoothly start the internal combustion engine by the first and second cylinder groups, and can immediately shift to acceleration running immediately after the starting. In particular, since the first cylinder group is set to emphasize the output by advancing the closing timing of the intake valve with respect to the intake bottom dead center, a high output corresponding to the required output even immediately after the start of the internal combustion engine. Can be generated quickly, and acceleration performance can be improved.

  On the other hand, when the required output is smaller than the output determination value, the second cylinder group starting means can be operated, and the first cylinder group can be deactivated and the second cylinder group can be started. In this case, the second cylinder group is configured as an Atkinson cycle in which the closing timing of the intake valve is retarded from the intake bottom dead center. For this reason, the second cylinder group starting means can start the internal combustion engine using only the second cylinder group in which the intake air amount is suppressed (decompressed), and can suppress vibration and noise at the time of starting. In addition, since the supercharger is not disposed in the second cylinder group, it is possible to avoid an increase in the exhaust pressure due to the operation of the supercharger and an increase in vibration. Therefore, all the cylinder starting means and the second cylinder group starting means can be properly used according to the required output at the time of starting, and vibration at the time of starting can be suppressed while improving startability and acceleration performance. .

  According to the second invention, when the engine temperature at the time of starting is equal to or lower than the low temperature determination value, the first cylinder group starting means can be operated, the second cylinder group is deactivated and the first cylinder is stopped. Starting can be done by group. As a result, the number of cylinders that compress the intake air can be reduced, and the load on the motor that performs cranking can be reduced accordingly. In addition, since the starting is performed by the first cylinder group in which the supercharger is arranged, the intake air amount can be increased by the supercharging operation of the supercharger, and the initial load of the motor can be further reduced. Thereby, for example, it is not necessary to increase the rating of the motor or the battery in consideration of the startability at a very low temperature, so that the reduction in size and weight of these components can be promoted.

  According to the third invention, when the internal combustion engine is started, the valve closing timing is advanced by the lock mechanism even if the timing for starting the early closing of the first intake valve is delayed by, for example, the hydraulically operated variable valve mechanism. In this state, the first intake valve can be started to be driven. Accordingly, the startability can be improved even at a low temperature start-up where the viscosity of the hydraulic oil is high. In addition, fuel efficiency can be improved during normal driving.

It is a block diagram which shows the system configuration | structure of the hybrid vehicle applied to Embodiment 1 of this invention. It is a block diagram for demonstrating the system configuration | structure of the engine by Embodiment 1 of this invention. In Embodiment 1 of this invention, it is a flowchart of the control performed by ECU. In Embodiment 2 of this invention, it is a flowchart of the control performed by ECU.

Embodiment 1 FIG.
[Configuration of Embodiment 1]
The first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a configuration diagram showing a system configuration of a hybrid vehicle applied to the first embodiment of the present invention. A hybrid vehicle 1 includes a motor 2, a transmission mechanism 3, a power split mechanism 5, a generator 6, a battery 9, an engine 10, and the like. The motor 2 constitutes a power source of the vehicle 1 together with the engine 10, and the output side of the motor 2 is connected to the wheel 4 via a transmission mechanism 3 including a speed reduction mechanism and the like. The output side of the engine 10 is connected to the transmission mechanism 3 and the generator 6 via the power split mechanism 5. The generator 6 is connected to a battery 9 via an inverter 7 and a boost converter 8.

  Power split device 5 adjusts the ratio of driving force transmitted from engine 10 to transmission mechanism 3 and generator 6. Thereby, in the hybrid vehicle, the battery 9 can be charged by the generator 6 while the power split mechanism 5 controls the ratio of the driving force of the motor 2 and the engine 10 transmitted to the wheels 4. While the vehicle 1 is traveling, both the engine traveling that travels by the driving force of the engine 10 while the motor 2 is stopped and the motor traveling that travels by the driving force of the motor 2 while the engine 10 is stopped are both. Hybrid traveling that travels using the driving force is realized. These vehicle controls are executed by an ECU 60 described later.

  Next, the configuration of the engine 10 will be described with reference to FIG. FIG. 2 is a configuration diagram for explaining a system configuration of the engine according to the first embodiment of the present invention. The system of the present embodiment includes a V-type engine 10 as an internal combustion engine. The engine 10 includes a plurality of cylinders 12A constituting a left bank (first cylinder group) and a right bank (second cylinder). Group) and a plurality of cylinders 12B. In FIG. 2, one cylinder is illustrated for each of the left and right banks. However, in the present invention, the number of cylinders in each bank may be set to an arbitrary number.

  The cylinders 12A and 12B of the engine 10 are respectively provided with pistons 14A and 14B, and the pistons 14A and 14B of each bank are connected to a crankshaft 16 that is an output shaft of the engine 10. The engine 10 also includes a common intake passage 18 that sucks intake air into the cylinders 12A and 12B, and exhaust passages 20A and 20B through which exhaust gases from the cylinders 12A and 12B are separately discharged. In the intake passage 18, an air cleaner 22, an intercooler 24, throttle valves 26A and 26B, and a surge tank 28 are provided in order from the upstream side. The throttle valves 26A and 26B adjust the intake air amount based on the accelerator opening and the like, and are constituted by electronically controlled valves. The surge tank 28 is connected to the intake port of each cylinder 12A, 12B. On the other hand, the exhaust passages 20A and 20B are provided with catalysts 30A and 30B for purifying exhaust gas, respectively.

  Each cylinder 12A, 12B has a fuel injection valve (not shown) for injecting fuel, spark plugs 32A, 32B for igniting an air-fuel mixture in the cylinder, and an intake port opened and closed with respect to the cylinder. Intake valves 34A and 34B for opening and exhaust valves 36A and 36B for opening and closing the exhaust port with respect to the inside of the cylinder are provided. Further, the engine 10 includes a first variable valve mechanism 38A corresponding to each intake valve 34A (first intake valve) in the left bank, and a second variable valve mechanism corresponding to each intake valve 34B (second intake valve) in the right bank. Variable valve mechanism 38B. First, the variable valve mechanism 38A (hereinafter referred to as the left variable valve mechanism) 38A in the left bank will be described. The left variable valve mechanism 38A determines the valve timing of the intake valve 34A for all cylinders 12A in the left bank. A function of setting the variable value, a function of locking the valve timing of the intake valve 34A in a desired state while the engine is stopped, and a function of stopping the intake valve 34A are provided.

  In describing the configuration of the left variable valve mechanism 38A, first, the valve system of the intake valve 34A will be described. The valve system includes a camshaft provided with an intake cam and a timing provided on the camshaft. And a pulley. The timing pulley is connected to the crankshaft 16 via a timing chain. For this reason, during operation of the engine, the rotation of the crankshaft 16 is transmitted to the timing pulley via the timing chain, and the camshaft (intake cam) is rotationally driven by the timing pulley. Thus, the input of the intake cam is transmitted to the intake valve 34A via the rocker arm, and the intake valve 34A is opened and closed at a predetermined timing.

  In the valve train configured as described above, the left variable valve mechanism 38A has a known configuration as described in, for example, 2009-18631 and relatively rotates the intake camshaft and the timing pulley. A hydraulically operated actuator is provided. Therefore, the left variable valve mechanism 38A changes the phase of the intake valve 34A according to the relative rotation angle of the intake camshaft and the timing pulley, and advances the closing timing of the intake valve 34A with respect to the intake bottom dead center. And can be retarded. Further, the left variable valve mechanism 38A includes a lock mechanism similar to that described in the above publication. This locking mechanism holds the intake camshaft and the timing pulley at a desired relative rotational angle even when no hydraulic pressure is supplied to the actuator while the engine is stopped, and the valve timing (opening timing and closing timing) of the intake valve 34A. It is possible to lock in a state where the timing is advanced from the most retarded position.

  Further, the left variable valve mechanism 38A includes a known valve stop mechanism as described in, for example, Japanese Patent Application Laid-Open No. 2008-45460. The valve stop mechanism includes a first arm that receives the input of the intake cam, a second arm that contacts the rocker arm, and a connection pin that connects and disconnects these arms. The connecting pin is driven by an actuator. In a state where the two arms are connected via the connecting pin, the intake valve 34A is driven because the input of the intake cam is transmitted to the rocker arm via each arm. On the other hand, when the coupling pin is driven by the actuator to release the coupling state of each arm, the input of the intake cam is not transmitted from the first arm to the second arm, and the valve is stopped when the intake valve 34A is closed. It is what is done.

  On the other hand, a variable valve mechanism (hereinafter referred to as a right variable valve mechanism) 38B in the right bank is configured in substantially the same manner as the left variable valve mechanism 38A. The right variable valve mechanism 38B has a function of variably setting the valve timing of the intake valve 34B and a function of stopping the intake valve 34B for all cylinders 12B in the right bank. Therefore, the right variable valve mechanism 38B can advance and retard the valve closing timing of the intake valve 34B with respect to the intake bottom dead center, and can stop the intake valve 34B.

  A supercharger 40 is provided in the left bank of the engine 10. The supercharger 40 includes a turbine provided in the exhaust passage 20A and a compressor (none of which is shown) provided in the intake passage 18, and uses the exhaust pressure of the left bank to It is configured to supercharge the intake air of the banks on the right side.

  Further, the system according to the present embodiment includes a sensor system including a crank angle sensor 50, an air flow sensor 52, a water temperature sensor 54, an accelerator sensor 56, and the like, and an ECU (Electronic Control Unit) that controls the operating state of the vehicle 1 and the engine 10. 60. First, the sensor system will be described. The crank angle sensor 50 outputs a signal synchronized with the rotation of the crankshaft 16, and the ECU 60 can detect the engine speed and the crank angle based on this output. The air flow sensor 52 detects the intake air amount, and the water temperature sensor 54 detects the engine coolant temperature (engine water temperature). The accelerator sensor 56 detects the driver's accelerator operation amount (accelerator opening).

  In addition to the sensors 50 to 56, the sensor system includes various sensors (for example, an air-fuel ratio sensor that detects an exhaust air-fuel ratio, a supercharging pressure sensor that detects a supercharging pressure, etc.) necessary for vehicle and engine control. These sensors are connected to the input side of the ECU 60. On the output side of the ECU 60, various actuators including throttle valves 26A and 26B, fuel injection valves, spark plugs 32A and 32B, variable valve mechanisms 38A and 38B, and vehicle control actuators (motor 2, power A splitting mechanism 5 and the like).

  Then, the ECU 60 detects operation information of the engine with a sensor system, and performs operation control by driving each actuator based on the detection result. Specifically, the engine speed and the crank angle are detected based on the output of the crank angle sensor 50, and the intake air amount is detected by the air flow sensor 52. Further, the engine load (load factor) is calculated based on the intake air amount and the engine speed, and the fuel injection timing, ignition timing, etc. are determined based on the detected value of the crank angle. Then, the fuel injection amount is calculated based on the intake air amount, the load factor, etc., and the fuel injection valve is driven, and the spark plugs 32A and 32B are driven. Thereby, the air-fuel mixture is combusted in each of the cylinders 12A and 12B, and the engine 10 can be operated.

[Features of Embodiment 1]
In a hybrid vehicle, the engine is started at the time of switching from motor traveling to engine traveling. At this time, vibration is likely to occur. This is due to the following reason. When the engine is started, the generator 6 functions as a starter motor, and the driving force is transmitted to the engine 10 to perform cranking. This driving force causes the damper mechanism arranged between the generator 6 and the engine 10 to absorb the rotational shock to resonate, and accordingly vibration is generated from cranking to ignition. To do. This vibration can be suppressed, for example, by reducing the amount of intake air at start-up and reducing the vibration force generated when the intake air is compressed.

  However, in the configuration in which the intake air amount is simply reduced, for example, when a high output is required immediately after switching to engine running, it is not possible to immediately respond to this required output, and there is a delay in acceleration response or torque fluctuation. It is easy to generate. For this reason, in the present embodiment, when the engine is started, the valve timings of the intake valves 34A and 34B are set to different times in the left bank and the right bank, and each bank has a different role. And, it is configured to execute either all-cylinder start control, which will be described later, or right bank start control, according to a required output at the time of start.

  First, the valve timing of each bank will be described in detail. In each cylinder 12A of the left bank, the valve timing of the intake valve 34A is advanced by the left variable valve mechanism 38A at the start, and this valve closing timing is reduced to the intake air. Set close to the dead point. Thereby, in the left bank, the amount of intake air at the time of starting can be increased, and an output-oriented setting can be realized. On the other hand, in each cylinder 12B of the right bank, the valve timing of the intake valve 34B is retarded by the right variable valve mechanism 38B at the start, and this valve closing timing is set to the late closing side with respect to the intake bottom dead center. Thereby, in the right bank, each cylinder 12B can function as an Atkinson cycle, and the decompression can be executed by reducing the intake air amount. As a result, in the right bank, it is possible to realize a setting that suppresses torque to suppress vibrations and improves fuel consumption.

Next, the all-cylinder start control and the right bank start control will be described based on the characteristics of each bank described above.
(All cylinder start control)
The all-cylinder start control is executed using both the left and right banks when the output (requested output) required for the engine at the time of switching to engine running is equal to or greater than a predetermined output determination value. This output determination value is set, for example, corresponding to a large required output that requires acceleration in all cylinders immediately after starting. In the all cylinder start control, the intake valves 34A and 34B and the exhaust valves 36A and 36B are operated in all the cylinders 12A and 12B during cranking to execute fuel injection and ignition. Therefore, according to the all-cylinder start control, the engine can be smoothly started by the banks on both the left and right sides, and the acceleration travel can be immediately started immediately after the start. In particular, since the left bank is set to emphasize output, even immediately after the engine is started, a high output can be quickly generated in response to the required output, and acceleration performance can be improved.

  Furthermore, the left variable valve mechanism 38A is equipped with a lock mechanism that locks the valve timing of the intake valve 34A more advanced than the most retarded position while the engine is stopped. For this reason, when the engine is started, even if the timing for starting the early closing of the intake valve 34A is delayed by the hydraulically operated left variable valve mechanism 38A, the intake valve is in a state in which the valve closing timing is advanced by the lock mechanism. 34A can begin to drive. Accordingly, the startability can be improved even at a low temperature start-up where the viscosity of the hydraulic oil is high. In addition, fuel efficiency can be improved during normal driving.

(Right bank start control)
The right bank start control is executed using only the right bank while the left bank is paused when the requested output is smaller than the output determination value. That is, in this control, the cylinders 12A in the left bank are held in a stopped state during cranking. In the rest state, the intake valve 34A is stopped by the left variable valve mechanism 38A, and fuel injection and ignition are also stopped. In this case, a valve stop mechanism similar to the left variable valve mechanism 38A may be disposed on the exhaust valve 36B side, and the exhaust valve 36B may be stopped. On the other hand, in each cylinder 12B in the right bank, normal start control is executed as in the case of all cylinder start control.

  Therefore, according to the right bank start control, when the required output is not so high, it is possible to start the engine while executing decompression using only the cylinder 12B of the right bank functioning as the Atkinson cycle. Thereby, NV (Noise and Vibration) generated at the time of starting can be suppressed, and switching from motor traveling to engine traveling can be performed smoothly. In the right bank start control, since the start is performed with the right bank in which the supercharger 40 is not disposed, it is possible to avoid an increase in the exhaust pressure due to the operation of the supercharger 40 and an increase in NV, NV can be effectively reduced.

[Specific Processing for Realizing Embodiment 1]
Next, specific processing for realizing the above-described control will be described with reference to FIG. FIG. 3 is a flowchart of control executed by the ECU in the first embodiment of the present invention. The routine shown in this figure is repeatedly executed while the engine is operating. In the routine shown in FIG. 3, first, it is determined whether or not the engine is stopped (step 100), and it is determined whether or not a start request has occurred (step 102). If both of these determinations are satisfied, the processing from step 104 is executed. If any of the determinations are not satisfied, the control is ended as it is.

  In the next process, it is determined whether or not the requested output for the engine is equal to or greater than the output determination value (step 104). The required output is determined by a known control based on, for example, the traveling state of the vehicle when switching from motor traveling to engine traveling, the operation state of the accelerator, and the like. When the determination in step 104 is established, since it is necessary to generate a high output immediately after the engine is started, the above-described all-cylinder start control (no idle cylinder) is executed (step 106). On the other hand, if the determination in step 104 is not established, it is not necessary to rapidly increase the output after the start, so right bank start control (left bank cylinder deactivation) is executed, and the intake valve late closing side cylinder 12B is executed. The engine is started (step 108).

  As described above in detail, according to the present embodiment, it is possible to properly use all-cylinder start control and right bank start control according to the required output at the time of start. Therefore, the startability and acceleration performance of the engine can be improved, and the drivability can be improved by suppressing NV at the start.

  In the first embodiment described above, step 106 in FIG. 3 shows a specific example of the all cylinder starting means in claim 1, step 108 shows a specific example of the second cylinder group starting means, and step 104 starts. A specific example of the control switching means is shown.

Embodiment 2. FIG.
Next, a second embodiment of the present invention will be described with reference to FIG. Although the present embodiment employs a configuration (FIG. 1) that is substantially the same as that of the first embodiment, the engine is started using only the left bank at low temperatures, and this is a feature. In the present embodiment, the same components as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

[Features of Embodiment 2]
When starting the engine at an extremely low temperature, since the viscosity of the lubricating oil is high, it is necessary to perform cranking against large friction by the starter motor (generator 6), and the motor load is likely to increase. There is. For this reason, in the present embodiment, when the engine temperature at the time of starting (for example, the engine water temperature) is equal to or lower than a predetermined low temperature determination value, the above-described all-cylinder starting control and right bank starting control are not executed, and left bank starting is performed. It is set as the structure which performs control. Note that the low temperature determination value is set corresponding to, for example, an extremely low temperature region in which engine friction significantly increases.

  In the left bank start control, the cylinder 12B in the right bank is deactivated and the engine is started by the cylinder 12A in the left bank. At this time, the closing timing of the intake valve 34A in the left bank is advanced from the intake bottom dead center, and the intake valve 34B in the right bank is stopped. Therefore, according to the left bank start control, cranking is performed in a state where the right bank is stopped, so that the number of cylinders that compress the intake air can be reduced, and the load on the motor can be reduced accordingly.

  Moreover, in the left bank start control, since the start is performed by the left bank in which the supercharger 40 is arranged, the intake air amount can be increased by the supercharging operation of the supercharger 40, and the initial load of the motor is further reduced. can do. Thereby, for example, it is not necessary to increase the rating of the starter motor (generator 6) or the battery 9 in consideration of the startability at a very low temperature, so that the reduction in size and weight of these components can be promoted. Therefore, it is possible to improve the on-board performance of the parts and reduce the cost.

[Specific Processing for Realizing Embodiment 2]
Next, a specific process for realizing the above-described control will be described with reference to FIG. FIG. 4 is a flowchart of control executed by the ECU in the second embodiment of the present invention. The routine shown in this figure is repeatedly executed while the engine is operating. In the routine shown in FIG. 4, first, in steps 200 and 202, processing similar to that in steps 100 and 102 in the first embodiment (FIG. 3) is executed. Next, it is determined whether or not the engine water temperature at the start is equal to or lower than a low temperature determination value (step 204). If the determination in step 204 is satisfied, the engine is started at an extremely low temperature, so the left bank start control (right bank cylinder deactivation) described above is executed, and the engine is started in the cylinder 12A on the intake valve early closing side. (Step 206).

  Then, it is determined whether or not the engine has started (complete explosion) (step 208). If the engine has started, the deactivated cylinder (right bank) is returned (step 210). If the engine does not start, the left bank start control is continued (step 212). As a specific example of the start determination in step 208, it is determined that the engine has started when the engine speed increases to a predetermined speed or higher corresponding to the self-sustained operation and this state continues for a certain period. is there. On the other hand, when the determination in step 204 is not established, since the temperature is not extremely low, the same processing as steps 104 to 108 in FIG. 3 is executed in steps 214 to 218.

  In the second embodiment described above, steps 206 and 212 in FIG. 4 show a specific example of the first cylinder group starting means in claim 2, and step 204 shows a specific example of the low temperature starting control means. Step 216 shows a specific example of the all cylinder starting means in claim 1, step 218 shows a specific example of the second cylinder group starting means, and step 214 shows a specific example of the start control switching means. Yes.

  In the embodiment, the V-type engine 10 is taken as an example, and the left and right banks constitute the first and second cylinder groups. However, the present invention is not limited to the V-type engine. For example, the first and second cylinder groups may be configured by dividing each cylinder of a multi-cylinder engine other than the V-type into two groups.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Motor 3 Transmission mechanism 5 Power split mechanism 6 Generator 7 Inverter 8 Boost converter 9 Battery 10 Engine (internal combustion engine)
12A Left bank cylinder (first cylinder group)
12B Right bank cylinder (second cylinder group)
14A, 14B Piston 16 Crankshaft 18 Intake passage 20A, 20B Exhaust passage 22 Air cleaner 24 Intercooler 26A, 26B Throttle valve 28 Surge tank 30A, 30B Catalyst 32A, 32B Spark plug 34A Left bank intake valve (first intake valve)
34B Right bank intake valve (second intake valve)
36A, 36B Exhaust valve 38A Left variable valve mechanism (first variable valve mechanism)
38B Right variable valve mechanism (second variable valve mechanism)
40 Supercharger 50 Crank angle sensor 52 Air flow sensor 54 Water temperature sensor 56 Accelerator sensor 60 ECU

Claims (3)

First and second cylinder groups configured by dividing a plurality of cylinders of an internal combustion engine mounted on a hybrid vehicle into two groups;
A first variable valve mechanism having a function of variably setting a valve timing of a first intake valve, which is an intake valve of the first cylinder group, and a function of stopping the first intake valve;
A second variable valve mechanism that variably sets a valve timing of a second intake valve that is an intake valve of the second cylinder group;
A supercharger disposed in an exhaust passage of the first cylinder group and supercharging intake air by utilizing an exhaust pressure of the first cylinder group;
When the internal combustion engine is started, the closing timing of the first intake valve is advanced from the intake bottom dead center, and the closing timing of the second intake valve is retarded from the intake bottom dead center. 1, all-cylinder starting means capable of starting with the second cylinder group;
When the internal combustion engine is started, the first intake valve is stopped and the closing timing of the second intake valve is retarded from the intake bottom dead center. Second cylinder group starting means capable of starting with two cylinder groups;
When the required output required when starting the internal combustion engine is greater than or equal to a predetermined output determination value, the start is executed by the all-cylinder starting means, and when the required output is smaller than the output determination value, the second cylinder Start control switching means for executing start by the group start means;
A control device for an internal combustion engine, comprising: The second variable valve mechanism is configured to be capable of stopping the second intake valve,
With the first intake valve closing timing advanced from the intake bottom dead center and the second intake valve stopped, the second cylinder group is deactivated and the first cylinder group First cylinder group starting means capable of starting;
Low temperature start control means for starting by the first cylinder group starting means instead of the all cylinder starting means and the second cylinder group starting means when the engine temperature is equal to or lower than a predetermined low temperature judgment value at the time of starting the internal combustion engine When,
The control device for an internal combustion engine according to claim 1, comprising:   3. The first variable valve mechanism according to claim 1, wherein the first variable valve mechanism has a function of locking in a state in which the valve timing of the first intake valve is advanced from the most retarded position while the internal combustion engine is stopped. The internal combustion engine control device described.

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