JP4119827B2 - Cylinder deactivation internal combustion engine control device - Google Patents

Description

  The present invention relates to a control apparatus for a cylinder deactivation internal combustion engine, and more particularly, to control a cylinder deactivation internal combustion engine provided with a traveling control means for performing traveling control such as constant speed traveling control (cruise control) for causing a vehicle to travel at a target vehicle speed. Relates to the device.

  Conventionally, in a multi-cylinder internal combustion engine having a plurality of cylinders, based on the engine load, the operation of the engine is switched between an all-cylinder operation in which all of the cylinders are operated and a non-cylinder operation in which a part of the operation is suspended. It has been proposed to reduce fuel consumption. Further, in this type of cylinder deactivation internal combustion engine, a shock is caused by torque fluctuation at the time of switching operation, so that it is also proposed to correct the throttle opening during the switching transition period to eliminate the shock (for example, patents) Reference 1).

In addition, a technique related to a constant speed traveling control device that performs constant speed traveling control that causes a vehicle to travel at a target vehicle speed set by a driver has also been proposed. In addition, the distance between the vehicle and the preceding vehicle is recognized by radar, etc., and the preceding vehicle following traveling control (so-called adaptive cruise) is performed so that the vehicle travels so as to maintain the target inter-vehicle distance between the own vehicle and the preceding vehicle. A technology related to a preceding vehicle follow-up running control device that performs (control) is also known. In this type of control device, the vehicle speed when the driver operates the set switch is memorized as the target vehicle speed, and the vehicle is driven at the memorized target vehicle speed or between the preceding vehicle and the target vehicle. The throttle opening is adjusted via an actuator so that the vehicle travels at a target vehicle speed necessary to maintain the inter-vehicle distance (see, for example, Patent Document 2).
Japanese Patent Laid-Open No. 10-103097 Japanese Patent Laid-Open No. 9-290665

  In a cylinder deactivation internal combustion engine, fuel cut is executed when a fuel cut (fuel supply stop) condition such as a throttle opening being a fully closed opening is typically established during a cylinder deactivation operation. In many of the vehicle speed ranges in which traveling can be performed while executing traveling control such as the above-described constant speed traveling control, when fuel cut conditions such as the throttle opening being fully closed are satisfied, Fuel cut is executed in the operating state.

  Pumping loss (power loss due to intake / exhaust) is reduced in such idle cylinder operation. However, when the throttle valve is fully closed in the travel control described above, the cylinder idle operation with little pumping loss results in rapid deceleration. Not. As a result, when deceleration is not required, it is desirable that the deceleration be slowed down without causing the driver to feel uncomfortable.

  However, when deceleration is actually requested in the travel control described above and the throttle valve is fully closed, as described above, since the pumping loss is small, in other words, the cylinder is closed with little engine loss, Compared to the cylinder operation, the deceleration is lowered, and there is a disadvantage that a sufficient deceleration cannot be given. For example, when the vehicle is traveling on a downhill road, the engine loss does not become a desired value, and the engine brake may not be sufficiently operated to give a desired deceleration.

  Accordingly, an object of the present invention is to eliminate the above-mentioned problems, and to perform cylinder deactivation control means for switching the operation of the engine between full cylinder operation and non-cylinder operation based on the load of the multi-cylinder internal combustion engine, and vehicle travel control. Provided is a cylinder deactivation internal combustion engine having a running control means for performing a cylinder deactivation internal combustion engine, wherein the cylinder deactivation control means switches to all-cylinder operation when it is determined that a deceleration request is made from the travel control means. There is to do.

In order to achieve the above object, according to claim 1, an all-cylinder operation in which all the cylinders are operated based on a load of a multi-cylinder internal combustion engine mounted on a vehicle and a part thereof. A cylinder deactivation internal combustion engine control device comprising cylinder deactivation control means for switching between cylinder deactivation operation for deactivating the vehicle and travel control means for executing travel control of the vehicle, wherein the cylinder deactivation control means includes the internal combustion engine When it is determined that a deceleration request is made from the travel control means when the supply of fuel to is stopped, the operation is switched to the all-cylinder operation.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 2, the travel control means includes a constant speed travel control means for performing constant speed travel control for causing the vehicle to travel at a target vehicle speed, and a preceding vehicle. The vehicle is configured to include at least one of the preceding vehicle following traveling control means for executing the preceding vehicle following traveling control that causes the vehicle to travel while maintaining the target inter-vehicle distance.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 3, the cylinder deactivation control means is configured so that, when a device that commands deceleration of the vehicle is operated by a driver for a predetermined time or more, from the travel control means. It is determined that a deceleration request has been made and the operation is switched to the all-cylinder operation.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 4, the cylinder deactivation control means issues a deceleration request from the travel control means when the deviation between the detected vehicle speed and the target vehicle speed is a predetermined value or more. It was judged that it was made, and it was configured to switch to the all-cylinder operation.

6. The control apparatus for a cylinder deactivation internal combustion engine according to claim 5, wherein the cylinder deactivation control means is configured such that when the target vehicle speed change amount set in the preceding vehicle following traveling control is a predetermined value or more, the traveling control means. From this, it is determined that a deceleration request has been made, and the operation is switched to the all-cylinder operation.

  In the control apparatus for the cylinder deactivation internal combustion engine according to claim 6, the cylinder deactivation control means makes a deceleration request from the travel control means when the gradient of the travel path on which the vehicle travels is below a threshold value. It was determined that the operation was switched to the all-cylinder operation.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 7, the cylinder deactivation control means, when the travel control is being performed, when the throttle opening is fully closed or an opening close thereto, It is configured to switch to the all-cylinder operation when it is determined that a deceleration request is made from the travel control means.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 8, the cylinder deactivation control means determines that a deceleration request is made from the travel control means when the accelerator pedal is not operated, so that the all cylinder operation is performed. It was configured to switch to

In the control apparatus for a cylinder deactivation internal combustion engine according to claim 9 , the cylinder deactivation control means is requested to decelerate from the travel control means after the operation of the internal combustion engine is switched to the all cylinder operation. When it is determined that there is not, the operation of the internal combustion engine is switched to the idle cylinder operation.

In the control apparatus for a cylinder cut-off internal combustion engine according to claim 1, when it is determined that the deceleration demand from the travel control means is performed when the supply of fuel to the internal combustion engine is stopped, in other words, the internal combustion engine When it is judged that the vehicle is in a traveling state where the vehicle needs to be decelerated when the fuel supply to the vehicle is stopped , the engine is switched to the all-cylinder operation. Can give you a slowdown.

  In the control apparatus for the cylinder deactivation internal combustion engine according to claim 2, the travel control means is between the constant speed travel control means for executing the constant speed travel control for causing the vehicle to travel at the target vehicle speed and the preceding vehicle. Since it is configured to include at least one of the preceding vehicle following traveling control means for executing the preceding vehicle following traveling control for maintaining the target inter-vehicle distance, the constant speed traveling control and the preceding vehicle following traveling control are performed. Even when the travel control means is provided, the cylinder deactivation control means is instructed to be decelerated by the driver when the travel control means makes a deceleration request without causing interference with the control executed by the travel control means. In such a case, a desired deceleration can be provided.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 3, it is determined that a deceleration request has been made from the traveling control means when the driver has operated the device commanding deceleration of the vehicle for a predetermined time or more. Since it is configured to switch to all-cylinder operation, a desired deceleration can be given when deceleration is commanded by the driver.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 4, when the deviation between the detected vehicle speed and the target vehicle speed is greater than or equal to a predetermined value, more specifically, the detected vehicle speed exceeds the target vehicle speed by a predetermined value or more. In such a case, since it is determined that a deceleration request has been made by the travel control means and the operation is switched to the all-cylinder operation, the desired deceleration can be performed even when the vehicle speed needs to be reduced during downhill. Can be given.

In the control apparatus for a cylinder deactivation internal combustion engine according to claim 5, it is determined that a deceleration request is made from the traveling control means when the target vehicle speed change amount set in the preceding vehicle following traveling control is equal to or greater than a predetermined value. Since it is configured to switch to the all-cylinder operation, more specifically, when the target vehicle speed change amount is equal to or greater than a predetermined value, more specifically, the target vehicle speed change amount is equal to or greater than the predetermined value during the preceding vehicle follow-up running control, The desired deceleration can be given even when there is a need to decelerate.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 6, when the gradient of the travel path on which the vehicle travels is equal to or less than the threshold value, more specifically, the gradient of the travel path is shown from the travel state of the vehicle. The value is a positive value that increases as the climb slope increases during climbing, becomes zero on a flat road, and a negative value that increases as the descend slope increases during downhill. When the vehicle is traveling on an uphill road, a flat road, or a downhill road below a certain climb slope, in other words, the travel control Since it is determined that a deceleration request is made from the means and the operation is switched to the all-cylinder operation, when the vehicle is in such a traveling state, the engine brake can be sufficiently operated by increasing the engine loss, and desired Can give a slowdown of That.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 7, when traveling control is being executed, when the throttle opening is fully closed or in the vicinity thereof, a deceleration request is made from the traveling control means. Therefore, it is possible to give a desired deceleration in a traveling state where the vehicle needs to decelerate.

  In the control apparatus for a cylinder deactivation internal combustion engine according to claim 8, when the accelerator pedal is not operated, it is determined that a deceleration request is made from the traveling control means and the operation is switched to the all-cylinder operation. A desired deceleration can be provided in a traveling state where there is a need to decelerate.

Further, in the control apparatus for a cylinder cut-off internal combustion engine according to claim 1, Owing to this arrangement switched to the all-cylinder operation when the fuel supply to the internal combustion engine is stopped, the supply of fuel is stopped In addition to the engine output torque becoming zero, the pumping loss can be increased by switching to all-cylinder operation, i.e., the engine loss can be increased. Thus, the desired deceleration can be given even better in the traveling state where the vehicle needs to decelerate.

In the control apparatus for a cylinder deactivation internal combustion engine according to claim 9 , the operation of the internal combustion engine is performed when it is determined that a deceleration request is not made from the travel control means after the operation of the internal combustion engine is switched to the all cylinder operation. In addition to the above-mentioned effects, the pumping loss is reduced and the engine loss is reduced in addition to the above-described effects. In this case, there is no sudden deceleration and no sense of incongruity to the driver. In addition, since the fuel can be returned to the idle cylinder operation even when the fuel supply is resumed, the fuel efficiency can be improved.

  The best mode for carrying out the control apparatus for a cylinder deactivation internal combustion engine according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall configuration of a control apparatus for a cylinder deactivation internal combustion engine according to a first embodiment of the present invention.

  In the figure, reference numeral 10 denotes a multi-cylinder internal combustion engine (hereinafter referred to as “engine”). The engine 10 is composed of a 4-cycle V-type 6-cylinder DOHC engine. The right bank 10R includes three cylinders (cylinders) C1, C2, and C3, and the left bank 10L includes three cylinders C4, C5, and C6. Equipped with cylinders. A cylinder deactivation mechanism 12 is provided in the left bank 10L of the engine 10.

  The cylinder deactivation mechanism 12 deactivates (closes) the intake valves (not shown) of the cylinders C4 to C6, and the exhaust deactivates (closes) the exhaust valves (not shown) of the cylinders C4 to C6. And a side suspension mechanism 12e. The intake side stop mechanism 12i and the exhaust side stop mechanism 12e are connected to a hydraulic pump (not shown) via oil passages 14i and 14e, respectively. Linear solenoids (electromagnetic solenoids) 16i and 16e are arranged in the middle of the oil passages 14i and 14e, respectively, to supply and shut off the hydraulic pressure to the intake side stop mechanism 12i and the exhaust side stop mechanism 12e.

When the linear solenoid 16i is demagnetized and the oil passage 14i is opened and the hydraulic pressure is supplied, the intake side deactivation mechanism 12i releases the contact between the intake valves of the cylinders C4 to C6 and the intake cam (not shown). Then, the intake valve is put into a resting state ( closed state). Further, when the linear solenoid 16e is demagnetized to open the oil passage 14e and supply hydraulic pressure to the exhaust side deactivation mechanism 12e, the exhaust valves (not shown) of the cylinders C4 to C6 are brought into contact with each other. Release and put the exhaust valve in a resting state (closed state). As a result, the operations of the cylinders C4 to C6 are suspended, and the engine 10 is in a cylinder-canceled operation in which only the C1 to C3 are operated.

  On the other hand, when the oil passage 14i is closed by exciting the linear solenoid 16i and the supply of hydraulic oil to the intake side deactivation mechanism 12i is shut off, contact between the intake valves of the cylinders C4 to C6 and the intake cam starts. As a result, the intake valve is activated (open / closed).

  Further, when the oil passage 14e is closed by exciting the linear solenoid 16e and the supply of hydraulic oil to the exhaust side deactivation mechanism 12e is shut off, the exhaust valves and exhaust cams (not shown) of the cylinders C4 to C6. Is started, and the exhaust valve is activated (driven to open / close). As a result, the cylinders C4 to C6 are operated, and the engine 10 is in the all-cylinder operation. Thus, the engine 10 is configured as a cylinder deactivation engine (internal combustion engine) whose operation can be switched between all-cylinder operation and non-cylinder operation.

  A throttle valve 22 is disposed in the intake pipe 20 of the engine 10 to regulate the intake air amount. The throttle valve 22 is mechanically disconnected from the accelerator pedal, connected to the electric motor 24, and opened and closed by driving the electric motor 24. A throttle opening sensor 26 is provided in the vicinity of the electric motor 24, and outputs a signal corresponding to the opening of the throttle valve 22 (hereinafter referred to as “throttle opening”) θTH through the rotation amount of the electric motor 24.

  An injector (fuel injection valve) 32 is provided near the intake port of each of the cylinders C1 to C6 immediately after the intake manifold 30 downstream of the throttle valve 22. The injector 32 is connected to the fuel tank through a fuel supply pipe and a fuel pump (all not shown), and receives and injects gasoline fuel under pressure.

  An absolute pressure sensor 34 and an intake air temperature sensor 36 are provided on the downstream side of the throttle valve 22 of the intake pipe 20 and output signals indicating the intake pipe absolute pressure (engine load) PBA and the intake air temperature TA, respectively. Further, a water temperature sensor 40 is attached to a cooling water passage (not shown) of the cylinder block of the ethidine 10 and outputs a signal corresponding to the engine cooling water temperature TW.

  A cylinder discrimination sensor 42 is attached in the vicinity of the camshaft or crankshaft (not shown) of the engine 10 and outputs a cylinder discrimination signal CYL at a predetermined crank angle position of a specific cylinder (for example, C1). A crank angle sensor 46 is attached to output a TDC signal at a predetermined crank angle position related to the TDC position of the piston of each cylinder, and a CRK signal at a crank angle having a shorter cycle than the TDC signal (for example, 30 degrees).

  The engine 10 is connected to an exhaust pipe through an exhaust manifold 50, and exhaust gas generated by combustion is discharged to the outside while being purified by a catalyst device (not shown) provided in the middle of the exhaust pipe.

  A vehicle speed sensor 52 is disposed near the drive shaft (not shown), and outputs a signal for every predetermined rotation of the drive shaft. Further, an atmospheric pressure sensor 54 is disposed at an appropriate position in the engine room (not shown), and outputs a signal indicating the atmospheric pressure PA where the vehicle is located.

  An accelerator opening sensor 58 is disposed in the vicinity of the accelerator pedal 56 installed on the driver's seat floor of the vehicle, and a signal corresponding to the position (depression amount, accelerator opening) AP of the accelerator pedal 56 operated by the driver. do. Also, a brake switch 62 is provided in the vicinity of the brake pedal 60 and outputs an ON signal when the driver depresses the brake pedal 60 to perform a brake operation.

  An auto-cruise switch 66 is provided in the vicinity of a steering wheel (not shown) disposed in the driver's seat of the vehicle. The auto-cruise switch 66 is configured to output an instruction and a target vehicle speed for execution of driving control from the driver, more specifically, constant speed driving control and preceding vehicle following driving control (inter-vehicle distance control) performed in parallel with the driving control. A set switch 66a for inputting, a resume switch 66b for returning after interrupting the travel control by a brake operation, a cancel switch 66c for canceling (ending) the travel control, and accelerating the vehicle An acceleration switch 66d for inputting an execution instruction for acceleration traveling control, a decelerate switch 66e for inputting an execution instruction for decelerating traveling control for decelerating the vehicle, and a main for enabling the operation of each switch described above -It consists of switch 66f.

  Each of the switches may be individually arranged, or a plurality of instructions may be input by a combination of operations. For example, an arbitrary switch may be integrated, such as a configuration in which canceling is performed when the set switch is operated during execution of traveling control.

  Further, a radar 68 is provided at an appropriate position such as a front bumper (not shown) that looks forward of the vehicle. The radar 68 includes a transmission unit and a reception unit (not shown). The radar 68 emits an electromagnetic wave from the transmission unit toward the front of the vehicle and receives an electromagnetic wave (reflected wave) reflected by a preceding vehicle or the like at the reception unit. Detect obstacles such as running cars.

  Outputs of the various sensors and switches described above are sent to an ECU (electronic control unit) 70.

  The ECU 70 comprises a microcomputer, a CPU that performs control calculations, a ROM that stores a control calculation program and various data (tables and the like), a RAM that temporarily stores control calculation results of the CPU, an input circuit, An output circuit and a counter (both not shown) are provided.

  The ECU 70 counts the CRK signal output from the crank angle sensor 46 with a counter to detect the engine speed NE, and also counts the signal output from the vehicle speed sensor 52 with the counter to detect a vehicle speed VP that indicates the traveling speed of the vehicle. To do. Further, the ECU 70 detects the inter-vehicle distance between the host vehicle and the preceding vehicle and the relative vehicle speed based on the signal from the radar 68, and calculates the target vehicle speed based on the detected value.

  Further, the ECU 70 executes a control calculation based on the input value, determines the fuel injection amount, drives the injector 32 to open, determines the ignition timing, and controls ignition of an ignition device (not shown). Further, the ECU 70 determines the rotation amount (operation amount) of the electric motor 24 based on the input value to adjust the throttle opening θTH, and determines whether or not to energize the linear solenoids 16i and 16e. Switch operation between all-cylinder operation and idle cylinder operation.

  Further, the ECU 70 controls the travel based on the input value, more specifically, the constant speed travel control that causes the vehicle to travel at the target vehicle speed set by the driver, and the distance between the host vehicle and the preceding vehicle is a predetermined distance. Fore-running vehicle follow-up control (inter-vehicle distance control) is performed so that the vehicle travels so as to maintain the above.

  Next, the operation of the control apparatus for the cylinder deactivation internal combustion engine according to this embodiment will be described with reference to FIG.

  FIG. 2 is a flowchart showing the execution determination operation of the traveling control, more specifically, the constant speed traveling control and the preceding vehicle following traveling control, among the operations. The illustrated program is executed (looped) at, for example, TDC, a predetermined crank angle, or a predetermined time.

  Explained below, it is determined whether or not the cancel switch 66c is turned on in S10, in other words, whether or not a cancellation (end) instruction for travel control has been input from the driver. It is determined whether or not the switch 66f is turned on. When the result in S12 is affirmative, the program proceeds to S14, in which it is determined whether or not the brake switch 62 is on, that is, whether or not the brake pedal 60 has been depressed by the driver.

  When the result in S14 is negative, the program proceeds to S16, in which the flag F.F. It is determined whether or not the AC bit is set to 1. Flag F. The AC bit is set to 1 in a step to be described later, and when the bit (initial value 0) is set to 1, driving control (that is, the driver needs to operate the accelerator pedal 56 and the brake pedal 60). This shows that constant speed traveling control and forward vehicle following traveling control (including acceleration and deceleration traveling control by switch operation) are being executed.

  When the result in S16 is negative, the program proceeds to S18, in which it is determined whether or not the set switch 66a has been turned on, in other words, whether or not a driving control execution instruction and a target vehicle speed have been input from the driver. When the result in S18 is affirmative, the program proceeds to S20, in which the target vehicle speed VD input via the set switch 66a is read and stored, and the program proceeds to S22 where the flag F.F. Set the AC bit to 1.

  When the result in S18 is negative, the program proceeds to S24, in which whether or not the resume switch 66b is turned on, that is, the travel control is once canceled by the brake operation (the flag F.AC bit is reset to 0). ) After that, it is determined whether or not an instruction to resume traveling control is input from the driver. When the result in S24 is affirmative, the program proceeds to S26, in which the flag F. The target vehicle speed VD stored before the AC bit is reset to 0 is read, and the process proceeds to S22. If the result in S24 is NO, F.I. The AC bit is left at 0 and the program is terminated without restarting the running control.

  Next, in S28, it is determined whether or not the preceding vehicle is approaching within a predetermined (target) inter-vehicle distance. When the result in S28 is negative, the program proceeds to S30, in which constant speed traveling control is executed according to the stored target vehicle speed VD. Specifically, the energization amount (operation amount, more specifically, the electric motor 24 that drives the throttle valve 22 using a PID control law or the like according to the deviation between the target vehicle speed VD and the current vehicle speed (detected vehicle speed) VP. Is an energization command value) and is output to the electric motor 24 to adjust the throttle opening degree θTH. In addition, when a deceleration greater than a predetermined value that cannot be handled by adjusting the throttle opening θTH is required during execution of constant speed traveling control, not only adjustment of the throttle opening θTH (drive in the closing direction) but also Brake operation and shift change (down) are performed together.

  When the result in S28 is affirmative, the program proceeds to S32, in which the preceding vehicle follow-up running control is executed. Specifically, the target vehicle speed is calculated as described above so that the distance between the vehicle detected by the radar 68 and the preceding vehicle is maintained at the preset target vehicle distance, and the throttle opening is set so as to be the value. Decrease the degree θTH and decelerate the vehicle. If a deceleration greater than a predetermined value that cannot be handled by adjusting the throttle opening θTH is required during the preceding vehicle follow-up running control, the throttle opening θTH is adjusted in the same way as the constant speed running control. Not only (driving in the closing direction), but also brake operation and shift change (down) are performed.

  On the other hand, when the result in S10 or S14 is affirmative, or the result in S12 is negative, the process proceeds to S34, and the flag F.F. Reset the AC bit to 0. Further, when the result in S16 is affirmative, that is, when traveling control is being executed, the routine proceeds to S36, whether or not the acceleration switch 66d is turned on, that is, whether or not the driver has requested acceleration. Judge.

  When the result in S36 is affirmative, the program proceeds to S38, in which acceleration travel control for increasing the throttle opening θTH so as to accelerate at a constant acceleration is executed, and the program proceeds to S40, where the target vehicle speed VD is updated to the vehicle speed after acceleration. On the other hand, when the result in S36 is negative, the program proceeds to S42, in which it is determined whether or not the decelerate switch 66e is turned on, that is, whether or not the driver requests deceleration.

  When the result in S42 is affirmative, the routine proceeds to S44, where deceleration traveling control is performed to reduce the throttle opening θTH so that the vehicle decelerates, and the routine proceeds to S40, where the target vehicle speed VD is updated to the vehicle speed after deceleration. On the other hand, when the result in S42 is negative, the program proceeds to S46, in which it is determined whether the preceding vehicle is approaching within a predetermined inter-vehicle distance. When the result in S46 is negative, the program proceeds to S48, in which constant speed traveling control is executed according to the stored target vehicle speed VD, while when the result in S46 is affirmative, the program proceeds to S50, in which preceding vehicle following traveling control is executed.

  As described above, the ECU 70 is provided between the preceding vehicle and the traveling control unit that executes the traveling control of the vehicle, specifically, the constant speed traveling control unit that performs the constant speed traveling control that causes the vehicle to travel at the target vehicle speed. The vehicle functions as at least one of the preceding vehicle following traveling control means for executing the preceding vehicle following traveling control for traveling with the target inter-vehicle distance maintained (in other words, both of them are provided). It was configured as follows. Note that another ECU may be provided independently and function as the above-described travel control means (constant speed travel control means and / or preceding vehicle following travel control means).

  Next, referring to FIG. 3 and subsequent figures, the switching operation between the all-cylinder operation and the idle cylinder operation will be described.

  FIG. 3 is a flowchart showing a general switching control operation between all-cylinder operation and idle cylinder operation. The illustrated program is also executed (looped) at a predetermined crank angle in the vicinity of TDC (or may be executed (looped) every predetermined time).

  In the following, first, in step S100, the flag F.F. It is determined whether the CCKZ bit is set to 1. Setting this flag bit to 1 indicates that all-cylinder operation is required.

  When the result in S100 is negative, the program proceeds to S102, where the flag F.R. It is determined whether the CSTP bit is set to 1. Flag F. The CSTP bit is set to 1 in a step to be described later, and when the bit (initial value 0) is set to 1, it indicates that the cylinder resting operation is executed.

  When the result in S102 is affirmative and it is determined that the cylinder resting operation is in progress, the process proceeds to S104, and the detected current throttle opening degree θTH is a threshold value θTHall (hereinafter, “ It is determined whether or not it is larger than the all-cylinder operation determination opening degree, in other words, whether or not the load on the engine 10 is large.

  When the result in S104 is affirmative and it is determined that the load on the engine 10 is large, the process proceeds to S106, where the flag F.F. Reset the CSTP bit to 0 and switch to all cylinder operation. On the other hand, when the result in S104 is NO, the flag F.R. Leave the CSTP bit at 1 and continue the idle cylinder operation.

  On the other hand, when the result of S102 is negative and it is determined that all cylinders are operating, the process proceeds to S108, where the current throttle opening θTH is a threshold value θTHstp (hereinafter, “ It is determined whether or not the engine 10 is less loaded, in other words, whether or not the load on the engine 10 is small.

  When the result in S108 is affirmative and it is determined that the load on the engine 10 is small, the process proceeds to S110, where the flag F.F. Set CSTP bit to 1 to switch to idle cylinder operation. On the other hand, when the result in S108 is NO, the flag F.R. All cylinder operation is continued with the CSTP bit set to 0. When the determination at S100 is affirmative, the routine proceeds to S106, where the flag F.R. Reset the CSTP bit to 0 and execute (continue) all-cylinder operation.

  Next, in S112, the flag F. It is determined whether or not the AC bit is set to 1, that is, whether or not traveling control (including acceleration and deceleration traveling control by switch operation) is being executed.

  When it is affirmed in S112 and it is determined that the traveling control is being executed, the process proceeds to S114, in which the flag F. It is determined whether the CSTP bit is set to 1. When the result in S114 is negative and it is determined that the all-cylinder operation is being executed, the routine proceeds to S116, where the flag F. Reset the CCKTHS bit to 0.

  On the other hand, when it is affirmed in S114 and it is determined that the cylinder resting operation is executed, the process proceeds to S118, and it is determined whether or not the throttle opening degree θTH has reached the all cylinder operation judging opening degree θTHall. In S104 described above, it is determined whether or not the throttle opening degree θTH exceeds the all-cylinder operation determination opening degree θTHall. If it is determined that the throttle opening degree θTH has exceeded, the process proceeds to S106 to switch to all-cylinder operation. That is, at the stage where the throttle opening θTH reaches the all-cylinder operation determination opening θTHall (but does not exceed it), it has not yet been switched to the all-cylinder operation, and the idle cylinder operation is executed.

  When the result in S118 is negative, the program proceeds to S120 and the flag F.F. While the bit of CCKTHS is reset to 0, when the result in S118 is affirmative, the routine proceeds to S122, where the flag F.CCKTHS is reset. Set the CCKTHS bit to 1. Thus, the flag F. Setting the CCKTHS bit to 1 means switching to all-cylinder operation during execution of traveling control. If it is determined in S112 that it is determined that traveling control is not being executed, the processing from S114 to S122 is skipped and the program is terminated.

  Next, referring to FIG. 4, when it is determined that a special switching control operation between the idle cylinder operation and the all cylinder operation, specifically, a deceleration request is made from the travel control means, more specifically, at the idle cylinder operation The switching control operation to the all-cylinder operation when the vehicle is in a traveling state where deceleration is required will be described.

  4 is a flowchart showing the operation, and the program shown in FIG. It is executed (looped) when the bit of AC is set to 1 (that is, when traveling control comprising either constant speed traveling control or preceding vehicle following traveling control is performed).

  In the following, first, in S200, it is determined whether or not the throttle opening degree θTH commanded in the travel control is a fully closed opening degree. Here, the term “fully closed opening” is used to mean not only the opening that is strictly closed but also the opening in the vicinity thereof.

  When the result in S200 is negative, it is determined that a request for deceleration is not made from the traveling control means. More specifically, since it is determined that the vehicle is not in a traveling state that requires deceleration, the process proceeds to S202. Flag F. The CCKZ bit is reset to 0 and subsequent processing is skipped. Therefore, in this case, when other conditions are satisfied in the processing of FIG. 3, the engine 10 is operated with the cylinder deactivated (cylinder idle).

  When the result in S200 is affirmative, it is determined that a deceleration request has been made from the travel control means. More specifically, since it is determined that the vehicle is in a traveling state in which it is necessary to decelerate, the process proceeds to S204, where the accelerator opening It is determined whether or not AP is zero, that is, whether or not the accelerator pedal 56 is operated (not stepped on).

  When the result in S204 is negative, it is determined that a deceleration request is not made from the traveling control means. More specifically, since it is determined that the vehicle is not in a traveling state that requires deceleration, the process proceeds to S202. The accelerator opening AP of “zero” means that the pedal is not stepped on at all or is hardly stepped on.

  If the determination in S204 is affirmative, it is similarly determined that a deceleration request has been made from the traveling control means. More specifically, since the vehicle is in a traveling state in which it is necessary to decelerate, the process proceeds to S206, where the fuel to the engine 10 is It is determined whether or not a fuel cut (FC) to stop the supply of is being performed, and if the result is negative, the process proceeds to S202. As described above, since the engine output torque becomes zero during the fuel cut as described above, the increase in the pumping loss caused by switching to the all-cylinder operation is most effectively used. Switching to all-cylinder operation is now performed only during fuel cuts.

  If the determination in S206 is affirmative, it is similarly determined that a deceleration request has been made from the traveling control means, that is, it is determined that the vehicle is in a traveling state that needs to be decelerated, and the process proceeds to S208 to decelerate the vehicle. It is determined whether or not the decelerate switch 66e for inputting an instruction to execute the deceleration traveling control (for instructing vehicle deceleration) has been turned on for a predetermined time (for example, 0.5 seconds) or longer. That is, if it is turned on (operated) for a predetermined time or more, it is judged that a deceleration request is made from the travel control means, more specifically, the driver's deceleration request is high, in other words, the vehicle needs to decelerate. This is because it is determined that the vehicle is in a certain running state.

  When the result in S208 is affirmative, it is similarly determined that a deceleration request has been made from the traveling control means. More specifically, since it is determined that the vehicle is in a traveling state that requires deceleration, the process proceeds to S210, and the gradient The data 1 is selected as the threshold value, and the process proceeds to S212. Whether or not the gradient is equal to or less than the threshold value is specifically determined by using the following equation 1 to determine the gradient (%) of the traveling road. This is done by calculating and comparing with the gradient threshold.

The total reduction ratio of γ above power transmission system, eta is the transmission efficiency, Te is generated torque (N · m), R is the dynamic tire radius (m), VP (n) is the current vehicle speed (current program loop ) Detected value (m / s or km / h), VP (n-1) is the previous detected vehicle speed (m / s or km / h), and M is the vehicle weight (kg) ), ΔM is the equivalent mass (kg) of the rotating system, and Δt is the elapsed time from the detection of the vehicle speed VP (n−1) to the detection of VP (n) (the interval between the program loops in the flowchart of FIG. 4). (Sec), μ is a rolling resistance coefficient , λ is an air resistance coefficient (N · s ² / m ⁴ ), S is a vehicle front projected area (m ² ), g is gravitational acceleration (m / s ² ), and PA is large. Indicates atmospheric pressure (mmHg) .

  As shown above, the value calculated from the running state of the vehicle is a value indicating the slope of the road, and during the uphill, it becomes a positive value that increases as the climb slope increases, and becomes zero on a flat road. Since it becomes a negative value that increases as the descending slope increases during downhill, setting the data 1 to a value (threshold value) indicating a certain ascending slope and comparing it, the driving state that becomes less than that, In other words, it is determined that the vehicle is traveling on an uphill road, a flat road, or a downhill road that is equal to or lower than the climb slope corresponding to data 1, in other words, the determination from S200 to S208 is affirmative and a deceleration request is made from the travel control means. More specifically, it is possible to accurately determine whether or not the vehicle is in a traveling state where deceleration by engine braking is necessary (the vehicle needs to be decelerated).

  When the result in S212 is negative, the subsequent processing is skipped, and when the result is affirmative, it is similarly determined that a deceleration request is made from the travel control means. More specifically, the travel state where the vehicle needs to be decelerated. Therefore, the process proceeds to S214, and the flag F.F. The CCKZ bit is set to 1 and subsequent processing is skipped. Therefore, in this case, when other conditions are satisfied in the process of FIG. 3, the operation of the engine 10 is switched to the all-cylinder operation.

  On the other hand, when the result in S208 is negative, the program proceeds to S216, in which whether or not the difference obtained by subtracting the target vehicle speed VD from the detected vehicle speed VP is equal to or greater than a predetermined value Vref, that is, the deviation between the detected vehicle speed and the target vehicle speed is predetermined. Judge whether or not it is greater than or equal to the value. When the result in S216 is affirmative, it is determined that the detected vehicle speed VP exceeds the target vehicle speed VD, that is, it is determined that a deceleration request is similarly made from the traveling control means. More specifically, the vehicle is in a traveling state where the vehicle needs to decelerate. Since it is determined that there is, for example, it can be estimated that the vehicle is in a downhill state, the process proceeds to S218, data 2 is selected as the gradient threshold value, and the process proceeds to S212 to perform the same processing. Note that the data 2 is set to a small value as an ascending slope that is smaller than the data 1 in anticipation of deceleration during downhill.

  When the result in S216 is negative, the routine proceeds to S220, where it is determined whether or not the preceding vehicle following travel control (separation distance control) is being executed in the travel control, and when the result is negative, the subsequent processing is skipped. When the result is affirmative, the routine proceeds to S222, where it is determined whether or not the target vehicle speed change amount is equal to or greater than a predetermined value.

  That is, it is determined whether or not the target vehicle speed change amount (deceleration) set in the preceding vehicle follow-up travel control is equal to or greater than a predetermined value. More specifically, since it is estimated that the vehicle is in a traveling state where the vehicle needs to be decelerated, the process proceeds to S224, data 3 is selected as the gradient threshold value, and the process proceeds to S212. Perform the process. Data 3 is set to a value larger than data 2 although it is smaller than data 1 in anticipation of deceleration of a flat road. If the result in S222 is NO, the subsequent processing is skipped.

  If the determination in any of S200, S204, and S206 is negative, the process proceeds to S202. Therefore, when other conditions are satisfied in the process of FIG. 3, the engine 10 is operated with the cylinder deactivated (cylinder idle). That is, after the operation of the engine 10 is switched to the all-cylinder operation, when it is determined that a deceleration request is not made from the travel control means, the operation of the engine 10 is again switched (returned) to the idle cylinder operation. .

  In this embodiment, as described above, it is determined that a deceleration request is made from the traveling control means, more specifically, it is determined whether or not the vehicle is in a traveling state in which the vehicle needs to be decelerated. When the operation of the engine 10 is the idle cylinder operation, it is configured to switch to the all cylinder operation, so that the engine loss can be increased and a desired deceleration can be given.

  That is, the throttle opening θTH is fully closed or in the vicinity thereof, the accelerator pedal 56 is not operated, the fuel supply to the engine 10 is stopped (during fuel cut), and the driver Is operated (turned on) for a predetermined time or more, the deviation between the detected vehicle speed VP and the target vehicle speed VD is greater than or equal to a predetermined value, When the amount of change in the target vehicle speed is greater than or equal to a predetermined value during follow-up traveling control, more specifically, when any of them is present and the gradient of the travel path on which the vehicle travels is below a threshold value, Since it is determined that a deceleration request is made from the traveling control means, more specifically, it is determined that the vehicle is in a traveling state that needs to be decelerated and the vehicle is switched to all-cylinder operation. There is a need to decelerate, it is possible to obtain a desired deceleration in the running condition requiring engine braking in other words.

  In addition, after the operation of the engine 10 is switched to the all-cylinder operation, when it is determined that the deceleration request is not made from the travel control means, the operation of the engine 10 is switched to the cylinder-free operation. In addition, since the pumping loss is reduced by returning to the closed cylinder operation, rapid deceleration does not occur in a traveling state where deceleration is not required, and the driver does not feel uncomfortable. In addition, since the fuel can be returned to the idle cylinder operation even when the fuel supply is resumed, the fuel efficiency can be improved.

  Further, when the travel control means for performing the constant speed travel control and the preceding vehicle follow-up travel control is provided, the cylinder deactivation control means makes a deceleration request from the travel control means without causing interference with the control executed by the travel control means. In other words, in other words, when deceleration is commanded by the driver, the desired deceleration can be given.

  It should be noted that the throttle opening θTH is fully closed or in the vicinity thereof, the accelerator pedal 56 is not operated, and the fuel supply to the engine 10 is stopped (during fuel cut), and the driver The device (decelerate switch 66e) that is operated by the command to decelerate the vehicle is operated (turned on) for a predetermined time or more, and the gradient of the travel path on which the vehicle travels is below a threshold value. At this time, it is determined that a deceleration request is made from the travel control means and the operation is switched to the all-cylinder operation. However, the present invention is not limited to this, and when one or more of the above-described conditions are not satisfied, for example, to the engine 10 Even when the fuel supply is not stopped, it is possible to switch to the all-cylinder operation based on the determination that the vehicle is in the above-described traveling state.

As described above, in this embodiment, all cylinders that drive all of the cylinders are operated based on the load (throttle opening θTH, etc.) of the multi-cylinder internal combustion engine (engine 10) mounted on the vehicle. Cylinder deactivation control means (ECU 70, S100 to S122, S200 to S224) for switching between operation and cylinder deactivation operation for partially suspending, and traveling control means (ECU 70, S10 to S50) for executing the traveling control of the vehicle When the fuel supply to the internal combustion engine is stopped, the cylinder deactivation control means determines that a deceleration request is made from the travel control means (S200). , S204 to S212, S216 to S224), and switching to the all-cylinder operation (S214).

  The travel control means maintains a target inter-vehicle distance between a constant speed travel control means (ECU 70, S10 to S50) that executes constant speed travel control for causing the vehicle to travel at the target vehicle speed VD and a preceding vehicle. Thus, the vehicle is configured to include at least one of the preceding vehicle following traveling control means (ECU 70, S10 to S50) that executes the preceding vehicle following traveling control.

  More specifically, the cylinder deactivation control means determines that a deceleration request has been made by the travel control means when a device that commands deceleration of the vehicle has been operated for a predetermined time or more by a driver, and determines that all cylinders It was configured to switch to operation (S208, S214).

  More specifically, the cylinder deactivation control means determines that a deceleration request has been made from the travel control means when the deviation between the detected vehicle speed VP and the target vehicle speed VD is equal to or greater than a predetermined value Vref, and the all cylinders It was configured to switch to operation (S216, S214).

More specifically, the cylinder deactivation control means determines that a deceleration request has been made from the travel control means when the target vehicle speed change amount set in the preceding vehicle following travel control is equal to or greater than a predetermined value. It was configured to switch to cylinder operation (S222, S214).

  More specifically, the cylinder deactivation control means determines that a deceleration request has been issued from the travel control means and switches to the all-cylinder operation when the gradient of the travel path on which the vehicle travels is below a threshold value. (S212, S214).

  More specifically, when the travel control is being executed, the quiescence pause control means makes a deceleration request from the travel control means when the throttle opening θTH is fully closed or in the vicinity thereof. It is configured that the operation is switched to the all-cylinder operation (S200, S214).

  More specifically, the cylinder deactivation control means is configured to switch to the all-cylinder operation when it is judged that a deceleration request is made from the travel control means when the accelerator pedal 56 is not operated (S204, S214). .

  More specifically, when the cylinder deactivation control unit determines that no deceleration request is made from the travel control unit after the operation of the internal combustion engine is switched to the all-cylinder operation, the operation of the internal combustion engine is performed. Is switched to the cylinder resting operation (S200, S204, S206, S202).

  In the above description, the gradient of the travel path on which the vehicle travels is obtained using the equation shown in Equation 1, but it may be directly measured by providing an inclination sensor. Furthermore, instead of the formula shown in Equation 1, for example, using the technique proposed by the present applicant in Japanese Patent No. 2956803, it is determined whether or not there is a light uphill, flat road, light downhill and heavy downhill, When the result is affirmative, it may be switched to the all-cylinder operation.

  Further, although the throttle opening degree θTH is used as the load of the engine 10, a target torque may be used instead. For example, in a cylinder injection engine, that is, a spark ignition type engine or a compression ignition type engine in which gasoline fuel is directly injected into the combustion chamber, the target torque is determined from the engine speed and the accelerator opening degree. In such an engine, the target torque may be used instead of the throttle opening. The same applies to electric vehicles.

  Although the constant speed traveling control and the preceding vehicle following traveling control are exemplified as the traveling control, it goes without saying that the present invention is applicable to the case where only the constant speed traveling control is executed.

  Further, as described above, another ECU may be provided independently in addition to the ECU 70 and function as the above-described travel control means (constant speed travel control means and / or preceding vehicle following travel control means). It is.

1 is a schematic diagram showing an overall configuration of a control apparatus for a cylinder deactivation internal combustion engine according to an embodiment of the present invention. It is a flowchart which shows the execution judgment operation | movement of driving | running | working control among operation | movement of the apparatus shown in FIG. 2 is a flowchart showing a general switching control operation between all-cylinder operation and idle cylinder operation among the operations of the apparatus shown in FIG. 1. Among the operations of the apparatus shown in FIG. 1, when it is determined that a special switching control operation between the idle cylinder operation and the all cylinder operation, specifically, a deceleration request is made from the travel control means, more specifically, the idle cylinder It is a flowchart which shows the switching control operation | movement to the all-cylinder driving | operation in the driving | running | working state which requires the deceleration at the time of driving | operation.

Explanation of symbols

10 Engine (Internal combustion engine)
12 cylinder deactivation mechanism 12e exhaust side deactivation mechanism 12i intake side deactivation mechanism 14i, 14e oil passage 16i, 16e linear solenoid 22 throttle valve 24 electric motor 70 ECU

Claims (9)

  Cylinder deactivation control means for switching the operation of the internal combustion engine between an all-cylinder operation for operating all of the cylinders and a cylinder deactivation operation for suspending a part thereof based on the load of the multi-cylinder internal combustion engine mounted on the vehicle; In the control apparatus for a cylinder deactivation internal combustion engine provided with a travel control means for performing the travel control of the vehicle, the cylinder deactivation control means is configured to operate from the travel control means when the supply of fuel to the internal combustion engine is stopped. A control apparatus for a cylinder deactivation internal combustion engine configured to switch to the all-cylinder operation when it is determined that a deceleration request has been made.   The travel control means includes a constant speed travel control means for performing constant speed travel control for causing the vehicle to travel at a target vehicle speed, and a preceding vehicle follow-up travel control for traveling while maintaining a target inter-vehicle distance between the preceding vehicle and the preceding vehicle. 2. The control apparatus for a cylinder deactivation internal combustion engine according to claim 1, wherein the control apparatus is configured to include at least one of the preceding vehicle following traveling control means for executing the above.   The cylinder deactivation control unit is configured to switch to the all-cylinder operation by determining that a deceleration request is made from the travel control unit when a driver commanding deceleration of the vehicle is operated for a predetermined time or more. The control apparatus for a cylinder deactivation internal combustion engine according to claim 1 or 2, wherein When the deviation between the detected vehicle speed and the target vehicle speed is equal to or greater than a predetermined value, the cylinder deactivation control means determines that a deceleration request is made from the travel control means and switches to the all-cylinder operation. The control apparatus for a cylinder deactivation internal combustion engine according to claim 2, The cylinder deactivation control means determines that a deceleration request is made from the travel control means and switches to the all-cylinder operation when a target vehicle speed change amount set in the preceding vehicle following travel control is a predetermined value or more. 3. The control apparatus for a cylinder deactivation internal combustion engine according to claim 2 , wherein the control apparatus is a cylinder deactivation internal combustion engine.   The cylinder deactivation control unit is configured to switch to the all-cylinder operation by determining that a deceleration request is made from the travel control unit when a gradient of a travel path on which the vehicle travels is below a threshold value. The control apparatus for a cylinder deactivation internal combustion engine according to claim 1 or 2.   When the travel control is being executed, the cylinder deactivation control means determines that a deceleration request has been made by the travel control means when the throttle opening is fully closed or in the vicinity thereof. The control apparatus for a cylinder deactivation internal combustion engine according to claim 1 or 2, wherein the control apparatus is configured to switch to   3. The cylinder deactivation control unit is configured to switch to the all-cylinder operation by determining that a deceleration request is made from the travel control unit when an accelerator pedal is not operated. Control device for a cylinder deactivation internal combustion engine.   When the operation of the internal combustion engine is switched to the all-cylinder operation, and the cylinder deactivation control means determines that no deceleration request is made from the travel control means, the operation of the internal combustion engine is changed to the deactivation operation. 3. The control apparatus for a cylinder deactivation internal combustion engine according to claim 1, wherein the control apparatus is configured to be switched.

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