JP2016133008A - Internal combustion engine system and control method for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine system that enables an operation in an optimal combustion state by using the optimal number of cylinders in accordance with a change in the weight of a vehicle while securing output required for an internal combustion engine without difficulty and thus enables improvement of fuel economy.SOLUTION: An internal combustion engine system 1 is an internal combustion engine system including a cylinder deactivation system 90 capable of executing a cylinder cut-off operation for deactivating operations of part of a plurality of cylinders 11 included in an internal combustion engine 10 mounted on a vehicle. When the weight of the vehicle is a preset set value or smaller and output required for the internal combustion engine enables execution of the cylinder cut-off operation, the cylinder deactivation system executes the cylinder cut-off operation.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an internal combustion engine system and a control method for an internal combustion engine, and more specifically, an internal combustion engine system capable of executing a reduced cylinder operation that stops operation of some of a plurality of cylinders, and a control method for the internal combustion engine. About.

  When the weight of the vehicle changes due to a change in the load amount of the vehicle or a change in the number of passengers, the output required for the internal combustion engine mounted on the vehicle also changes. However, if the displacement of the internal combustion engine cannot be changed even if the weight of the vehicle changes in this way, the fuel consumption of the internal combustion engine may deteriorate.

  In this regard, for example, when a plurality of cylinders are divided into two groups and the weight of the load loaded on the vehicle (loading weight) exceeds a predetermined installation value, all of the plurality of cylinders are operated, and when the vehicle is idle When the load weight of the engine is equal to or less than the set value, the reduced cylinder operation for stopping the operation of only one group of cylinders is executed, thereby changing the displacement of the internal combustion engine in response to the change in the load weight and A vehicle-mounted engine operation control device that improves engine fuel efficiency is disclosed (see, for example, Patent Document 1).

Japanese Utility Model Publication No. 58-167747

  In this vehicle-mounted engine operation control device, when the loaded weight is equal to or less than the set value, the reduced-cylinder operation is always executed. Therefore, for example, when a large output is required at the start of idling stop or acceleration, the internal combustion engine There is a possibility that the output required for the engine cannot be obtained sufficiently. Further, in this case, since the output is forcibly increased with a small number of cylinders, it cannot be said that good fuel efficiency is necessarily obtained.

  The present invention has been made in view of the above, and an object of the present invention is to achieve optimal combustion with an optimal number of cylinders according to changes in the weight of the vehicle while ensuring the output required for the internal combustion engine without difficulty. An internal combustion engine system that can be operated in a state and can improve fuel consumption, and a control method for the internal combustion engine.

  In order to achieve the above object, an internal combustion engine system of the present invention is a cylinder deactivation system capable of executing a reduced cylinder operation in which some of the cylinders of an internal combustion engine mounted on a vehicle are deactivated. In the internal combustion engine system, the cylinder deactivation system is configured such that the weight of the vehicle is equal to or less than a preset set value, and an output required for the internal combustion engine is an output capable of executing the reduced cylinder operation. In some cases, the reduced-cylinder operation is performed.

According to the internal combustion engine system of the present invention, when the weight of the vehicle is equal to or smaller than a preset set value and the output required for the internal combustion engine is an output that can execute the reduced-cylinder operation, that is, the internal combustion engine is required. When the output to be performed is equal to or lower than the preset output, the reduced cylinder operation can be executed to reduce the exhaust amount of the internal combustion engine. Thereby, while ensuring the output required for the internal combustion engine without difficulty, it is possible to operate in the optimal combustion state with the optimal number of cylinders according to the change in the weight of the vehicle, and to improve the fuel efficiency.

  In the above configuration, the cylinder deactivation system may reduce the number of cylinders to be reduced as the output required for the internal combustion engine is larger in executing the reduced cylinder operation. According to this configuration, the cylinder to be reduced is fixed in advance, and the cylinder to be reduced is selected according to the output without being divided into two groups of a cylinder group that is operated when the cylinder is reduced and a cylinder group that is not operated. It is possible to operate in an optimal combustion state with an optimal number of cylinders according to a change in the weight of the vehicle while ensuring the output required for the internal combustion engine without difficulty, and to improve fuel efficiency more effectively.

  The above-described configuration may further include an exhaust purification device that purifies the exhaust discharged from the internal combustion engine using a catalyst. According to this configuration, since the air pollutant can be purified by this exhaust purification device, the discharge amount of the air pollutant can be reduced. In addition, since the reduced-cylinder operation is performed, the temperature of the exhaust gas discharged from the operating cylinder also rises, so that the catalyst of the exhaust purification device can be activated at an early stage. Thereby, the discharge amount of air pollutants can be effectively reduced.

  In order to achieve the above object, a method for controlling an internal combustion engine according to the present invention is an internal combustion engine capable of executing a reduced-cylinder operation in which operation of some of the cylinders of an internal combustion engine mounted on a vehicle is stopped. In the engine control method, when the weight of the vehicle is equal to or less than a preset set value, and the output required for the internal combustion engine is an output capable of executing the reduced cylinder operation, the reduced cylinder The operation is performed.

  According to the control method for an internal combustion engine according to the present invention, the reduced cylinder operation is executed when the weight of the vehicle is equal to or less than the set value and the output required for the internal combustion engine is an output capable of executing the reduced cylinder operation. The displacement of the internal combustion engine can be reduced. Thereby, while ensuring the output required for the internal combustion engine without difficulty, it is possible to operate in the optimal combustion state with the optimal number of cylinders according to the change in the weight of the vehicle, and to improve the fuel efficiency.

  According to the internal combustion engine system and the control method for an internal combustion engine according to the present invention, the engine is operated in an optimal combustion state with an optimal number of cylinders according to a change in the weight of the vehicle while ensuring an output required for the internal combustion engine without difficulty. This can improve fuel efficiency.

1 is a schematic diagram of an internal combustion engine system according to an embodiment of the present invention. It is an example of the flowchart performed at the time of reduced-cylinder operation. FIG. 3A is a diagram showing the relationship between the output of the internal combustion engine and the fuel consumption rate of the internal combustion engine. FIG. 3B is a diagram showing the relationship between the vehicle speed and the driving force required for the vehicle. FIG. 3C shows the relationship between the vehicle speed and the output required for the internal combustion engine.

  Hereinafter, an internal combustion engine system and an internal combustion engine control method according to embodiments of the present invention will be described with reference to the drawings. The internal combustion engine according to the present embodiment is mounted on a vehicle. The type of vehicle is not particularly limited, but a truck is used as an example in the present embodiment.

  FIG. 1 is a schematic diagram of an internal combustion engine system 1 according to the present embodiment. The internal combustion engine system 1 includes an internal combustion engine 10, an intake passage 20, an exhaust passage 25, an air cleaner 30, a supercharger 40, an intercooler 50, an exhaust purification device 60, an EGR (Exhaust Gas Recirculation) device 70, a detection device 80, and a cylinder deactivation. A system 90 is provided.

  The internal combustion engine 10 has a plurality of cylinders 11, specifically, four cylinders 11 (# 1 to # 4 cylinders 11) arranged in one direction. Note that the number of cylinders 11 of the internal combustion engine 10 may be plural, and is not limited to four.

  The intake passage 20 is a passage through which intake air (air) sucked into the cylinders 11 passes. In this embodiment, the downstream end portion is branched and connected to the intake port of each cylinder 11. The exhaust passage 25 is a passage through which the exhaust discharged from the cylinder 11 passes. In the present embodiment, the upstream end is branched and connected to the exhaust port of each cylinder 11. The air cleaner 30 is disposed in the intake passage 20 and removes foreign matters contained in the intake air.

  The supercharger 40 includes a turbine 41 disposed in the exhaust passage 25 and a compressor 42 connected to the turbine 41 and disposed downstream of the air cleaner 30 in the intake passage 20. When the turbine 41 rotates in response to the exhaust force, the compressor 42 connected to the turbine 41 rotates to supercharge the intake air in the intake passage 20. The intercooler 50 is disposed on the downstream side of the compressor 42 in the intake passage 20 and cools the intake air passing through the intake passage 20.

  The exhaust purification device 60 is a device that purifies exhaust using a catalyst. As long as it has such a function, the specific configuration of the exhaust purification device 60 is not particularly limited, but in the present embodiment, as an example, NOx in the exhaust is reduced using a catalyst. A device for purifying exhaust gas is used. In this case, the exhaust purification device 60 includes a NOx selective reduction catalyst that selectively reduces NOx in the exhaust, and purifies the exhaust by reducing NOx in the exhaust using this catalyst.

  The EGR device 70 includes an EGR passage 71 and an EGR cooler 72 disposed in the EGR passage 71. The EGR passage 71 is a passage for recirculating a part of the exhaust gas in the exhaust passage 25 to the intake passage 20. As an example, the EGR passage 71 according to the present embodiment is in the middle of the exhaust passage 25 (specifically, on the upstream side of the turbine 41) and in the intake passage 20 (specifically, more than the intercooler 50). The downstream part). The EGR cooler 72 is a device that cools the exhaust gas (EGR gas) passing through the EGR passage 71.

  The detection device 80 detects various types of information necessary for the operation of an ECU (Engine Control Unit) 92 and transmits the detection results to the ECU 92. Details of the detection device 80 will be described in the description of the operation of the ECU 92 described later.

  The cylinder deactivation system 90 includes a variable valve mechanism 91 and an ECU 92, and is a system capable of executing a reduced cylinder operation that deactivates some of the cylinders 11 among the plurality of cylinders 11. In the present embodiment, the ECU 92 performs the reduced cylinder operation by controlling the variable valve mechanism 91 and the fuel injection valve (injector) of the internal combustion engine 10.

  Specifically, the ECU 92 closes the intake valves and / or exhaust bubbles of some cylinders 11 and controls the fuel injection valves of the cylinders 11 in which the valves are closed to supply fuel in the cylinders 11. By stopping, the operation of the cylinder 11 is stopped.

  However, the specific configuration of the cylinder deactivation system 90 is not limited to the configuration using the variable valve mechanism 91 as in the present embodiment, and the operation of some cylinders 11 among the plurality of cylinders 11 is deactivated. A known or well-known reduced cylinder operation mechanism can be applied.

The ECU 92 has a function as a control device of the cylinder deactivation system 90 and also has a function as an engine control device that comprehensively controls the fuel injection timing, the fuel injection amount, and the like of the internal combustion engine 10. The ECU 92 according to the present embodiment is configured by a microcomputer having a CPU having a function as a control unit and a ROM, a RAM, and the like having a function as a storage unit. Each step of the flowchart of FIG. 2 to be described later is executed by the CPU. The internal combustion engine system 1 may be configured to include a control device dedicated to the cylinder deactivation system 90, separately from the ECU serving as the engine control device.

  Next, details of the reduced cylinder operation performed by the cylinder deactivation system 90 will be described. In the cylinder deactivation system 90 according to the present embodiment, when the weight of the vehicle is equal to or less than a preset set value and the output required for the internal combustion engine 10 is an output that can execute the reduced cylinder operation, that is, the internal combustion engine When the output required for the engine 10 is equal to or less than a preset output, the reduced-cylinder operation is executed. The details of the reduced-cylinder operation will be described as follows using a flowchart.

  FIG. 2 is an example of a flowchart executed during the reduced-cylinder operation. The ECU 92 of the cylinder deactivation system 90 repeatedly executes the flowchart of FIG. 2 at a predetermined cycle. It is assumed that the reduced-cylinder operation is not executed at the first start in FIG. In step S10, the ECU 92 determines whether or not the weight of the vehicle is equal to or less than a set value. As the set value, the weight of the vehicle that is considered to cause no problem in the operation of the vehicle can be used even if the reduced-cylinder operation is executed when the weight of the vehicle is equal to or less than the set value. . The specific value of the set value is not particularly limited, and an appropriate value is obtained by experiment, simulation, or the like, and stored in the storage unit (for example, ROM) of the ECU 92.

  Here, in the present embodiment, the weight of the vehicle used in step S10 is acquired by the following method. Specifically, the detection device 80 includes an input device that allows the user of the vehicle (truck) to input the weight of the load loaded on the loading platform (that is, the loaded weight). The detection device 80 detects the loaded weight input to the input device and transmits the detection result to the ECU 92. The ECU 92 obtains, as the weight of the vehicle in step S10 (that is, the weight of the entire vehicle), a value obtained by adding the weight of the vehicle when the loading platform is empty, which is preset in the storage unit of the ECU 92, to the load weight. To do. In this way, the ECU 92 acquires the weight of the vehicle.

  As another example of the vehicle weight acquisition method by the ECU 92, for example, the detection device 80 includes a weight sensor that automatically detects the loading weight of the loading platform, and the ECU 92 detects the detection result of this sensor in the vehicle in step S10. If the weight is known in advance on the loading side, the weight data on the loading side may be received and acquired as the weight of the vehicle.

  Alternatively, when the vehicle is a bus, for example, the detection device 80 includes an input device through which the user (driver) of the vehicle inputs the number of passengers on the bus, and the ECU 92 is based on the number of passengers input to the input device. The weight of the occupant is obtained, and the weight of the occupant is added to the weight of the vehicle stored in the storage unit in advance (the weight of the vehicle when the number of occupants is zero), so that the weight of the vehicle in step S10 is obtained. May be obtained. In detecting the number of occupants, the detection device 80 may include a detection device that automatically detects the number of occupants.

  As a detection device for automatically detecting the number of passengers, for example, a ticket vending machine installed in a vehicle or a fare collection system using an IC ticket can be used. Specifically, when the detection device 80 includes a ticket vending machine, the number of passengers can be detected based on the number of tickets issued by the ticket vending machine. In addition, when the detection device 80 includes a fare collection system using an IC ticket, the number of passengers can be detected based on the number of times the IC ticket is touched on the reading unit.

  When it is determined in step S10 that the weight of the vehicle is equal to or less than the set value (Yes), the ECU 92 determines whether the output required for the internal combustion engine 10 (requested output) is an output that can execute the reduced-cylinder operation. Is determined (step S20). As an example of step S20, the ECU 92 according to the present embodiment determines whether or not the vehicle is in a constant speed traveling state or whether the vehicle is in a decelerating or descending state, in other words, when starting an engine or accelerating. It is determined whether or not the vehicle is not in an uphill gradient, and when it is determined that the vehicle is in such a state, it is determined that the output required for the internal combustion engine 10 is an output that can execute the reduced-cylinder operation (Yes). .

  Whether or not the vehicle is in a state of traveling at a constant speed or in a state of deceleration can be determined based on, for example, a detection result of a vehicle speed sensor. Specifically, in this case, the detection device 80 includes a vehicle speed sensor, and the ECU 92 determines whether the vehicle is in a state of traveling at a constant speed based on the detection result of the vehicle speed sensor, or when the vehicle is decelerating. It is determined whether or not Further, whether or not the vehicle is in a downward slope state can be determined using, for example, a navigation device using a GPS device. Specifically, in this case, the detection device 80 includes a navigation device using GPS. In this navigation device, the traveling road of the vehicle is stored in association with the road gradient. The ECU 92 acquires the road gradient of the currently traveling road based on the information from the navigation device, and determines whether or not the vehicle is in a downhill state.

  As another specific example of step S20, for example, the ECU 92 acquires the output required for the internal combustion engine 10 based on the road gradient and the weight of the vehicle, and stores the acquired output in the storage unit in advance. When the set value is equal to or less than the set value, it can be determined that the output required for the internal combustion engine 10 is an output capable of executing the reduced-cylinder operation. Specifically, in this case, the ECU 92 acquires the road gradient of the currently traveling road based on information from the navigation device. Further, a map that defines the relationship among the road gradient, the weight of the vehicle, and the output required for the internal combustion engine 10 is stored in advance in the storage unit (for example, ROM) of the ECU 92. The ECU 92 extracts the output corresponding to the acquired road gradient and the weight of the vehicle from the map of the storage unit, and when the output extracted from the map is equal to or less than the set value, the output required for the internal combustion engine 10 is reduced. It is determined that the output can be executed.

  Alternatively, the ECU 92 acquires the output actually requested from the internal combustion engine 10 based on the detection result of the detection device 80, and when the acquired output is equal to or less than the set value stored in the storage unit in advance, the internal combustion engine You may determine with the output requested | required of the engine 10 being the output which can perform a reduced cylinder driving | operation. In this case, the detection device 80 detects the accelerator opening and / or the intake air amount. Then, the ECU 92 acquires an output required for the internal combustion engine 10 based on the accelerator opening and / or the intake air amount detected by the detection device 80. When the acquired output is equal to or less than a set value, the ECU 92 It is determined that the required output is an output capable of reducing cylinder operation.

  When it determines with Yes in step S20, ECU92 performs a reduced cylinder driving | operation (step S30). Specifically, the ECU 92 controls the variable valve mechanism 91 and the fuel injection valve of the internal combustion engine 10 so that the operation of the half cylinders 11 of the cylinders # 1 to # 4 is stopped. More specifically, the ECU 92 stops the operation of the cylinders 11 of # 2 and # 3. By executing step S30, the displacement of the internal combustion engine 10 is reduced (halved in the present embodiment), and the maximum output of the internal combustion engine 10 is also reduced. After executing step S30, the ECU 92 ends the flowchart.

When it is determined No in step S10 or when it is determined No in step S20, the ECU 92 does not execute the reduced cylinder operation (step S40). If the reduced-cylinder operation has already been executed in the state before step S40 is executed, the ECU 92 stops the reduced-cylinder operation in step S40. That is, when step S40 is executed, all the cylinders 11 of the internal combustion engine 10 are operated (that is, combustion is performed in all the cylinders 11). After execution of step S40, the ECU 92 ends the execution of the flowchart.

  Subsequently, problems to be solved by the internal combustion engine system 1 will be described in detail with reference to the drawings, and then the operational effects of the internal combustion engine system 1 will be described. FIG. 3A shows the output of the internal combustion engine and the fuel consumption rate (ie, fuel consumption) of the internal combustion engine when the displacement of the internal combustion engine is X / 2 (L) and when the displacement is X (L). Showing the relationship. When the displacement is X / 2 (L), the fuel consumption is minimum at the output A, and when the displacement is X (L), the fuel consumption is minimum at the output B (> output A). From this, it can be seen that in the internal combustion engine, there is an output of the internal combustion engine at which the fuel efficiency becomes optimum, and the output at which the fuel efficiency becomes optimum becomes smaller as the displacement becomes smaller. Therefore, it can be seen that in order to improve the fuel efficiency, it is preferable to change the displacement of the internal combustion engine in accordance with the weight of the vehicle. In other words, if the displacement cannot be changed according to the weight of the vehicle, there is a high possibility that the fuel consumption will deteriorate.

  Fig. 3 (b) shows a case where the loading platform of the vehicle is empty (empty loading), a case where half the maximum loading capacity is loaded on the loading platform (half loading), and a loading load of the maximum loading capacity is loaded on the loading platform. The relationship between the vehicle speed and the driving force required for the vehicle (required driving force) in the case of full load is shown. Fig. 3 (c) shows the case where the loading platform of the vehicle is empty (empty loading), the case where half the maximum loading capacity is loaded on the loading platform (half loading), and the loading capacity of the loading capacity loaded on the loading platform. The relationship between the vehicle speed and the output required for the internal combustion engine (required output) in the case of being performed (full loading) is shown.

  FIG. 3 (b) shows that the heavier the vehicle, the greater the driving force required for the vehicle when obtaining the same vehicle speed. FIG. 3C shows that the heavier the vehicle, the larger the output required for the internal combustion engine when obtaining the same vehicle speed.

  Here, in the case where an attempt is made to improve fuel consumption by using an internal combustion engine having a small total displacement in advance, instead of reducing the displacement (maximum output) of the internal combustion engine when the weight of the vehicle decreases, FIG. As can be seen from FIG. 3B and FIG. 3C, when the weight of the vehicle increases, there is a high possibility that the corresponding driving force and output cannot be obtained.

  Further, as in Patent Document 1 described above, when the reduced cylinder operation is always executed when the loaded weight of the vehicle is equal to or less than a predetermined set value, for example, an output required for the internal combustion engine at an idling stop start, acceleration, etc. It may not be obtained sufficiently. In this case, since the internal combustion engine forcibly increases the output with a small number of cylinders, it cannot always be said that good fuel consumption is obtained.

  On the other hand, the internal combustion engine system 1 according to the present embodiment reduces the cylinder when the weight of the vehicle is equal to or less than the set value and the output required for the internal combustion engine 10 is an output that can execute the reduced cylinder operation. Since the operation is executed, it is possible to reduce the displacement by executing the reduced-cylinder operation while ensuring the output required for the internal combustion engine 10 without difficulty. Thereby, while ensuring the output required for the internal combustion engine 10 without difficulty, it is possible to operate in the optimal combustion state with the optimal number of cylinders according to the change in the weight of the vehicle, and to improve the fuel efficiency.

  Moreover, according to the internal combustion engine system 1, since the exhaust gas purification device 60 is provided, the amount of air pollutants discharged can be reduced. In addition, as a result of the reduced-cylinder operation being performed, the exhaust temperature also rises, so that the catalyst of the exhaust purification device 60 can be activated early. Thereby, the discharge amount of air pollutants can be effectively reduced.

  Note that the number of cylinders 11 to be stopped in step S30 is not limited to half as in the present embodiment. As another example of the internal combustion engine system 1, for example, the ECU 92 may change the number of cylinders 11 (the number of cylinders) to be reduced according to the output required for the internal combustion engine 10 in step S30. For example, a plurality of setting values relating to the weight of the vehicle are provided, and the number of cylinders 11 to be reduced in stages according to the weight of the vehicle is selected, or a plurality of setting values relating to the output required for the internal combustion engine 10 are provided. Thus, the number of cylinders 11 to be reduced in stages is selected according to the required output.

  Specifically, in this case, the ECU 92 decreases the number of cylinders 11 to be reduced as the output required for the internal combustion engine 10 increases. An example of this is as follows.

  In step S30, the ECU 92 determines whether the value of the accelerator opening detected by the accelerator position sensor as the detection device 80 is equal to or less than the first opening, the second opening greater than the first opening, or the second opening. Is also a large value. Then, the ECU 92 deactivates the three cylinders 11 when the accelerator opening value is the first opening, and when the accelerator opening value is larger than the first opening and equal to or less than the second opening. Two cylinders 11 are deactivated, and when the value of the accelerator opening is larger than the second opening, one cylinder 11 is deactivated. According to this configuration, while ensuring the output required for the internal combustion engine 10 without difficulty, it is possible to operate in an optimal combustion state with an optimal number of cylinders according to changes in the weight of the vehicle, thereby improving fuel efficiency more effectively. can do.

  The control method of the internal combustion engine 10 according to the present embodiment is realized by the internal combustion engine system 1 described above. Specifically, the control method of the internal combustion engine 10 according to the present embodiment can execute a reduced-cylinder operation that stops the operation of some of the cylinders 11 of the plurality of cylinders 11 included in the internal combustion engine 10 mounted on the vehicle. A control method for the internal combustion engine 10, wherein the weight reduction of the vehicle is executed when the weight of the vehicle is equal to or less than a set value and the output required for the internal combustion engine 10 is an output capable of executing the reduction cylinder operation. This is a control method for the internal combustion engine 10. According to this method, while ensuring the output required for the internal combustion engine 10 without difficulty, it is possible to operate in the optimal combustion state with the optimal number of cylinders according to the change in the weight of the vehicle, and to improve fuel efficiency.

  Although the preferred embodiments of the present invention have been described above, the present invention is not limited to such specific embodiments, and various modifications and changes can be made within the scope of the gist of the present invention described in the claims. Is possible.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine system 10 Internal combustion engine 11 Cylinder 20 Intake passage 25 Exhaust passage 60 Exhaust purification device 90 Cylinder deactivation system 91 Variable valve mechanism 92 ECU

Claims (4)

An internal combustion engine system comprising a cylinder deactivation system capable of performing a reduced cylinder operation for deactivating some of the cylinders of a plurality of cylinders of an internal combustion engine mounted on a vehicle,
The cylinder deactivation system performs the reduced-cylinder operation when the weight of the vehicle is equal to or less than a preset value and the output required for the internal combustion engine is an output capable of performing the reduced-cylinder operation. An internal combustion engine system that is executed.   2. The internal combustion engine system according to claim 1, wherein the cylinder deactivation system reduces the number of cylinders to be reduced as the output required for the internal combustion engine is larger in executing the reduced cylinder operation.   The internal combustion engine system according to claim 1, further comprising an exhaust gas purification device that purifies exhaust gas discharged from the internal combustion engine using a catalyst. A control method for an internal combustion engine capable of executing reduced-cylinder operation in which operation of some of the cylinders of a plurality of cylinders of an internal combustion engine mounted on a vehicle is stopped,
The reduced-cylinder operation is performed when the weight of the vehicle is equal to or less than a preset set value and the output required for the internal combustion engine is an output that can be executed in the reduced-cylinder operation. A method for controlling an internal combustion engine.

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