JP6354531B2 - Internal combustion engine control device - Google Patents

Description

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

  A control device for an internal combustion engine having a cylinder deactivation mechanism is known (see, for example, Patent Document 1). As an operation mode of the internal combustion engine, when the cylinder deactivation mechanism is not activated, all cylinders are activated, and when the cylinder deactivation mechanism is activated, the deactivation target cylinder that is a part of the plurality of cylinders is deactivated. It becomes the cylinder rest operation to do. The cylinder deactivation mechanism deactivates the deactivation target cylinder by fixing the intake valve and the exhaust valve of the deactivation target cylinder to the closed state. Further, in Patent Document 1, during the cylinder deactivation operation, a fuel cut is performed on the cylinder to be deactivated, or even if a switching instruction is issued from the control device to the cylinder deactivation mechanism, the delay is not actually completed. It is stated that there is time. A fuel cut is a prohibition of fuel injection.

JP 2001-90564 A

As a state of the cylinder deactivation mechanism, a state where all of the plurality of cylinders are operated is referred to as a first state, and a state where the deactivation target cylinder is deactivated is referred to as a second state.
The present inventor relates to a control device for controlling an internal combustion engine provided with a cylinder deactivation mechanism. When the cylinder deactivation mechanism is set to the second state, that is, when the deactivation target cylinder is deactivated, the fuel cut for the deactivation target cylinder is performed. I'm thinking about doing it.

Furthermore, the inventor considers reducing torque shock that occurs when the cylinder deactivation mechanism is switched from the first state to the second state (hereinafter also referred to as cylinder deactivation switching).
In the idle cylinder operation, the required output torque required as the output torque of the internal combustion engine is generated only in the cylinders of the internal combustion engine other than the cylinders to be deactivated (hereinafter referred to as non-inactivated cylinders). In comparison, the non-stop cylinder needs to generate approximately twice the combustion torque. For this reason, at the time of cylinder deactivation switching, the amount of charge air required by the non-deactivation cylinder is approximately doubled, but there is a delay from when the throttle opening is increased until the cylinder is filled with air. Therefore, if the throttle opening is increased after the cylinder deactivation mechanism is switched to the second state, the amount of charged air to the non-deactivation cylinder is insufficient, and as a result, a shock (torque shock) due to insufficient torque occurs.

  In order to reduce such a torque shock at the time of cylinder stop switching, the inventor performs torque reserve control for securing reserve torque before switching the cylinder deactivation mechanism from the first state to the second state. I am thinking. The torque reserve control increases the intake air amount of the internal combustion engine to a predetermined target intake air amount by increasing the throttle opening, and delays the ignition timing by increasing the output torque of the internal combustion engine accompanying the increase of the intake air amount. This is the control of canceling by making the angle. Further, the target intake air amount in the torque reserve control is set to be larger by the intake air amount corresponding to the reserve torque than the intake air amount for realizing the required output torque in the all cylinder operation.

  From the above, the configuration of the control device is as follows: “When it is determined that the cylinder to be deactivated is deactivated, torque reserve control is performed, and it is confirmed that the intake air amount increased by this torque reserve control has converged to the target intake air amount. In this case, it is conceivable to start the cylinder deactivation switching process, which outputs a switching instruction to the cylinder deactivation mechanism to the second state and cuts the fuel for the deactivation target cylinder. This is a process for requesting the functional part that implements the fuel cut to be performed, and that the intake air amount increased by the torque reserve control converges to the target intake air amount is the reserve torque necessary to prevent torque shock. In other words, the actual reserve torque has converged to the required reserve torque.

  However, for example, in a transient state where the required output torque of the internal combustion engine changes, the target intake air amount in torque reserve control changes, so the actual intake air amount does not converge to the target intake air amount, or the intake air amount does not reach the target intake air amount. There is a possibility that the convergence time until convergence will be longer.

  If the intake air amount does not converge to the target intake air amount, the switching process for cylinder deactivation cannot be started, and if the convergence time is increased, the start of the cylinder deactivation switching process is delayed. It becomes. As a result, the internal combustion engine cannot be shifted to the idle cylinder operation state, or the period during which the internal combustion engine is in the idle cylinder operation period is shortened, resulting in deterioration of fuel consumption. The idle cylinder operation state is a state in which the cylinder to be deactivated is deactivated and a fuel cut is performed on the cylinder to be deactivated.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide an internal combustion engine control device that can reliably and promptly place the internal combustion engine in a cylinder resting state.

  The internal combustion engine to be controlled includes a cylinder deactivation mechanism. The cylinder deactivation mechanism includes a first state in which all of the plurality of cylinders in the internal combustion engine are operated, and an intake valve and an exhaust valve of a deactivation target cylinder, which are part of the cylinder, are fixed in a closed state to It switches to the 2nd state made to stop according to the switching instruction | indication given.

The internal combustion engine control apparatus according to the first aspect of the present invention includes a stop determination means, a first control means, a fuel cut means, and a second control means.
The pause determination means determines whether or not to pause the cylinder to be paused.

  The first control means performs torque reserve control when it is determined by the pause determination means that the cylinder to be paused is paused. The torque reserve control increases the intake air amount sucked into the internal combustion engine to a predetermined target intake air amount by increasing the throttle opening of the internal combustion engine, and the output torque of the internal combustion engine accompanying the increase of the intake air amount. In this control, the increase is offset by retarding the ignition timing in the internal combustion engine.

The fuel cut means performs a fuel cut on the cylinder to be deactivated when requested to perform a fuel cut on the cylinder to be deactivated.
The second control means is a first timing that is a timing at which the intake air amount increased by the first control means is expected to converge to the target intake air amount when it is determined by the stop determination means to stop the cylinder to be stopped. Before that, the instruction to switch to the second state is output to the cylinder deactivation mechanism, and the fuel cut means is requested to perform the fuel cut.

  That is, in this internal combustion engine controller, when the cylinder to be deactivated is deactivated, the timing at which the intake amount increased by the torque reserve control for reducing the torque shock converges to the target intake amount is set as the first timing. Expect. Prior to the first timing, an instruction to switch to the second state is output to the cylinder deactivation mechanism, and the fuel cut means is requested to perform fuel cut.

  For this reason, the time from when the switching instruction to the second state is output until the cylinder deactivation mechanism actually switches to the second state, or after the fuel cut means requests the execution of fuel cut, The time until the start of the engine can be included in the period from the start of the torque reserve control until the intake air amount converges to the target intake air amount. Even when the intake air amount does not converge to the target intake air amount or when the convergence time until the intake air amount converges to the target intake air amount becomes long, the internal combustion engine can be put into a cylinder resting operation state.

  Therefore, according to this internal combustion engine control device, when it is determined that the cylinder to be deactivated is deactivated, the internal combustion engine can be reliably and quickly put into a cylinder deactivation operation state. As a result, fuel consumption can be improved.

  In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited is not.

It is a block diagram showing the engine control system of 1st Embodiment. It is explanatory drawing explaining the bank of an engine, and a cylinder deactivation mechanism. It is a flowchart showing the fuel cut control process with respect to a deactivation object cylinder. It is explanatory drawing explaining torque reserve control. It is explanatory drawing explaining the cooperative control process of 1st Embodiment. It is a flowchart showing the cylinder deactivation control process of 1st Embodiment. It is a flowchart showing the cooperative control process of 1st Embodiment. It is explanatory drawing explaining a comparative example. It is a flowchart showing the cooperative control process of 2nd Embodiment. It is a flowchart showing the process at the time of early convergence. It is explanatory drawing explaining the effect | action of 2nd Embodiment.

Below, the engine control system of an embodiment is explained.
[First Embodiment]
An engine control system 1 of the embodiment shown in FIG. 1 is a system that controls an engine (internal combustion engine) 3 mounted on a vehicle (automobile). The engine 3 in this example is an in-cylinder injection type engine, but is not limited to the in-cylinder injection type.

  As shown in FIG. 2, the engine 3 is a V-type 6-cylinder engine having, for example, six cylinders 5-1 to 5-6. The engine 3 is provided with a first bank 7-1 provided with three cylinders 5-1, 5-2 and 5-3, and other three cylinders 5-4, 5-5 and 5-6. And a second bank 7-2. In the engine 3, air is supplied to the intake manifold 11-1 of the first bank 7-1 and the intake manifold 11-2 of the second bank 7-2 via the throttle 8. Then, air is supplied from the intake manifold 11-1 to each of the cylinders 5-1 to 5-3, and air is supplied from the intake manifold 11-2 to each of the cylinders 5-4 to 5-6. Further, the exhaust gas discharged from the cylinders 5-1 to 5-3 is discharged to the exhaust pipe 15 of the vehicle via the exhaust manifold 13-1 of the first bank 7-1. Similarly, the exhaust gas discharged from the cylinders 5-4 to 5-6 is discharged to the exhaust pipe 15 via the exhaust manifold 13-2 of the second bank 7-2. In the following description, when the cylinders 5-1 to 5-6 are not distinguished, “5” is used as a reference.

  An intake air amount sensor 10 that detects the amount of air flowing into the engine 3 via the throttle 8 (so-called throttle flow rate) as an intake air amount sucked into the engine 3 is provided in the intake passage 9 provided with the throttle 8. Is provided. The throttle 8 is a so-called electronic throttle and has an actuator (not shown) for adjusting the throttle opening, which is the opening of the throttle 8.

  As shown in FIG. 1, in the engine control system 1, fuel is supplied from a fuel distribution pipe (so-called fuel delivery pipe) 23 to an injector 21 as a fuel injection valve provided in each cylinder 5 of the engine 3. The fuel distribution pipe 23 functions as a reservoir that stores fuel pumped from a high-pressure pump (not shown). In FIG. 1, only one cylinder 5 is shown. In FIG. 1, reference numeral “25” is the intake valve of the cylinder 5, reference numeral “26” is the exhaust valve of the cylinder 5, and reference numeral “27” is the piston of the cylinder 5.

  The injector 21 is opened by being driven, and injects the fuel supplied from the fuel distribution pipe 23 into the cylinder 5 corresponding to itself. Each cylinder 5 is provided with a spark plug 29 that generates a spark in the cylinder 5.

Further, the engine 3 includes a cylinder deactivation mechanism 31. The cylinder deactivation mechanism 31 includes an electromagnetic valve (hereinafter also referred to as a cylinder deactivation electromagnetic valve) 33 and a state detection switch 35.
In the cylinder deactivation mechanism 31, when a drive signal is given to the electromagnetic valve 33 and the electromagnetic valve 33 is opened, the hydraulic oil pressurized by the oil pump 37 is supplied into the cylinder deactivation mechanism 31. As the hydraulic oil, for example, engine oil that is lubricating oil of the engine 3 is used. The cylinder deactivation mechanism 31 fixes the intake valve 25 and the exhaust valve 26 of the deactivation target cylinders, which are part of the six cylinders 5, to the closed state by the hydraulic pressure of the hydraulic oil supplied via the electromagnetic valve 33. . Then, the cylinder to be deactivated is in a sealed state and deactivated. In the present embodiment, as shown in FIG. 2, the cylinders to be deactivated are, for example, the three cylinders 5-1 to 5-3 of the first bank 7-1. For this reason, the cylinders 5-1 to 5-3 are also referred to as pause target cylinders 5-1 to 5-3. On the other hand, the cylinders 5-4 to 5-6 that are not deactivated by the cylinder deactivation mechanism 31 are referred to as non-deactivated cylinders 5-4 to 5-6.

  Further, the cylinder deactivation mechanism 31 closes without driving the electromagnetic valve 33, and when the hydraulic oil is not supplied from the oil pump 37, the intake valve 25 and the exhaust valve 26 of the cylinders 5-1 to 5-3. Without being fixed, the cylinders 5-1 to 5-3 are operated (that is, all the six cylinders 5 are operated). As a state of the cylinder deactivation mechanism 31, a state in which all of the cylinders 5 of the engine 3 are operated is referred to as a first state, and a state in which the deactivation target cylinders 5-1 to 5-3 are deactivated is referred to as a second state. The second state is a state in which the cylinder deactivation mechanism 31 is operating.

  The state detection switch 35 is a switch that detects whether the actual state of the cylinder deactivation mechanism 31 is the first state or the second state. The state detection switch 35 is turned on when hydraulic oil is supplied to the cylinder deactivation mechanism 31 via the electromagnetic valve 33 and the hydraulic pressure of the hydraulic oil becomes equal to or higher than a predetermined threshold value. The threshold value is a hydraulic pressure value that can fix the intake valve 25 and the exhaust valve 26 of the cylinders 5-1 to 5-3 in the closed state. In this example, the state detection switch 35 is turned on when the cylinder deactivation mechanism 31 is in the second state.

The engine control system 1 includes an electronic control device (hereinafter referred to as ECU) 39 as an internal combustion engine control device. ECU is an abbreviation for “Electronic Control Unit”.
The ECU 39 controls the injector 21 and the spark plug 29, the cylinder deactivation mechanism 31, and the throttle 8 of each cylinder 5. The ECU 39 includes a microcomputer 40 that controls the operation of the ECU 39. The microcomputer 40 includes a CPU 41 that executes a program, a ROM 42 that stores a program executed by the CPU 41, data that is referred to when the program is executed, and a RAM 43 that stores a calculation result by the CPU 41.

  Although not shown, the ECU 39 includes an input circuit for causing the microcomputer 40 to input a signal from the outside of the ECU 39, an output circuit for outputting a signal to the outside of the ECU 39, and the like.

  The output circuit outputs a drive signal to the injector 21 according to a control signal from the microcomputer 40, outputs a drive signal to the energizing device 30 that energizes the spark plug 29, and an electromagnetic valve 33 of the cylinder deactivation mechanism 31. A drive signal is output to the actuator or a drive signal is output to the actuator of the throttle 8.

  The input circuit sends a signal from the intake air sensor 10, a signal from the state detection switch 35, a signal from the crank angle sensor 45 for detecting the crank angle of the engine 3, and other signals to the microcomputer 40. Let them enter. Other signals include, for example, a signal from a water temperature sensor that detects the cooling water temperature of the engine 3 and a signal from an accelerator sensor that detects an operation amount of an accelerator pedal by a driver of the vehicle. Such an input signal to the microcomputer 40 is used for controlling the engine 3.

  Next, the content of the process regarding the control of the cylinder deactivation mechanism 31 among the processes performed by the microcomputer 40 will be described. Note that the processing performed by the microcomputer 40 is actually realized by the CPU 41 executing a program in the ROM 42.

<Fuel cut control processing for cylinders to be deactivated>
For example, the microcomputer 40 executes the fuel cut control process of FIG. 3 at every timing that is a predetermined crank angle (for example, 90 ° CA) before the intake stroke start timing of the cylinders 5-1 to 5-3. The fuel cut control process of FIG. 3 is a process for performing a fuel cut on the cylinders 5-1 to 5-3 and canceling the fuel cut that has been performed. A fuel cut is a prohibition of fuel injection by the injector 21. “CA” is an abbreviation for crank angle.

  As shown in FIG. 3, in the fuel cut control process, the microcomputer 40 determines whether or not the fuel cut request flag is on in S110. The fact that the fuel cut request flag is on means that the fuel cut is requested for the cylinders 5-1 to 5-3, and that the fuel cut request flag is off means that the cylinders 5-1 to 5-1 are off. This means that the fuel cut cancellation for 5-3 is requested. The fuel cut request flag is, for example, a value “1” being on and a value “0” being off. The same applies to other flags described later.

  If the microcomputer 40 determines in S110 that the fuel cut request flag is ON, the microcomputer 40 proceeds to S120 and performs a setting for prohibiting fuel injection to the cylinders 5-1 to 5-3. Then, the microcomputer 40 ends the fuel cut control process. The process of S120 is a process of performing fuel cut for the cylinders 5-1 to 5-3.

  If the microcomputer 40 determines in S110 that the fuel cut request flag is not on (that is, it is off), the microcomputer 40 proceeds to S130 and permits fuel injection to the cylinders 5-1 to 5-3. Set up. Then, the microcomputer 40 ends the fuel cut control process. The process of S130 is a process of canceling the fuel cut for the cylinders 5-1 to 5-3.

<Determining whether to deactivate the cylinder to be deactivated>
The microcomputer 40 deactivates the cylinders 5-1 to 5-3 based on the required output torque of the engine 3 calculated from the amount of operation of the accelerator pedal by the driver and the operating state of the engine 3 detected from the input signal. It is determined whether or not to make it. The required output torque is a required value of the output torque of the engine 3 (specifically, the crankshaft torque generated by the crankshaft of the engine 3).

  When the microcomputer 40 determines that the cylinders 5-1 to 5-3 are to be deactivated, as shown in the first stage of FIGS. 4 and 5, the microcomputer 40 turns on the cylinder deactivation request flag and sets the cylinder 5 When it is determined that -1 to 5-3 are not deactivated (that is, activated), the cylinder deactivation request flag is turned off. When the cylinder deactivation request flag is on, it means that deactivation of the cylinders 5-1 to 5-3 is requested. In other words, the cylinder deactivation mechanism 31 is requested to be in the second state. Means that On the other hand, when the cylinder deactivation request flag is off, it means that the operation of the cylinders 5-1 to 5-3 is requested. In other words, the cylinder deactivation mechanism 31 can be set to the first state. Means that it is required.

<Torque reserve control process>
As shown in FIG. 5, when the cylinder deactivation request flag is turned on, the microcomputer 40 turns on a drive signal for the electromagnetic valve 33 (hereinafter referred to as an electromagnetic valve drive signal) and also turns on the fuel cut request flag. Note that turning on the solenoid valve drive signal means outputting the solenoid valve drive signal, which corresponds to outputting a switching instruction to the second state to the cylinder deactivation mechanism 31. Conversely, turning off the solenoid valve drive signal means stopping the output of the solenoid valve drive signal, which is equivalent to outputting an instruction for switching to the first state to the cylinder deactivation mechanism 31. The timing for turning on or off the solenoid valve drive signal and the fuel cut request flag will be described later.

  Then, when the electromagnetic valve drive signal is turned on, the cylinder deactivation mechanism 31 is switched from the first state to the second state, and as a result, the cylinders 5-1 to 5-3 are deactivated. Further, when the fuel cut request flag is turned on, the fuel cut is performed on the deactivated cylinders 5-1 to 5-3. In FIG. 5 and other drawings to be described later and the following description, the “actual cylinder deactivation state” is an actual state of the cylinder deactivation mechanism 31. “The actual cylinder deactivation state is off” means that the actual state of the cylinder deactivation mechanism 31 is the first state, and “the actual cylinder deactivation state is on” means that the cylinder deactivation mechanism 31 is actually Is the second state.

  Here, in the case of the idle cylinder operation in which the cylinders 5-1 to 5-3 of the first bank 7-1 are deactivated, compared to the case of the all cylinder operation in which the cylinders 5-1 to 5-3 are not deactivated, The cylinders (non-pause cylinders) 5-4 to 5-6 of the two banks 7-2 need to generate approximately twice the combustion torque. This is because the required output torque of the engine 3 must be realized only by the cylinders 5-4 to 5-6.

  More specifically, as shown in FIG. 4, in the case of all cylinder operation in which the actual cylinder deactivation state is off, the total required combustion torque, which is the total combustion torque necessary to realize the required output torque, is , “N1”. In the case of all cylinder operation, the first bank required combustion torque, which is the combustion torque required for the cylinders 5-1 to 5-3 of the first bank 7-1, and the cylinders 5-4 to 5 of the second bank 7-2. The second bank required combustion torque, which is the combustion torque required for −6, is “N0”, which is half of “N1”. On the other hand, in the cylinder deactivation operation in which the actual cylinder deactivation state is on, the combustion torque by the first bank 7-1 becomes 0, so the second bank required combustion torque is “N2” which is substantially equal to “N1”. " When the pumping loss torque in the cylinders 5-1 to 5-3 to be deactivated is “Np”, “N2 = N1−Np”. This is because the pumping loss torque Np in the cylinders 5-1 to 5-3 to be deactivated does not have to be generated as combustion torque.

  Therefore, when the cylinder deactivation mechanism 31 is switched from the first state to the second state, the amount of charge air required by the cylinders 5-4 to 5-6 of the second bank 7-2 is approximately Doubled. However, there is a delay from when the throttle opening is increased until the cylinders 5-4 to 5-6 are filled with air. Therefore, if the throttle opening is increased after the cylinder deactivation mechanism 31 is switched to the second state, the amount of air charged into the cylinders 5-4 to 5-6 is insufficient, and as a result, a shock due to insufficient combustion torque. (Torque shock) occurs.

  Therefore, in order to reduce such torque shock, the microcomputer 40 secures a reserve torque for preventing torque shock after the cylinder deactivation request flag is turned on until the actual cylinder deactivation state is turned on. As a control, torque reserve control is performed.

  The torque reserve control increases the intake air amount of the engine 3 to a predetermined target intake air amount Qt by increasing the throttle opening, and retards the ignition timing by increasing the output torque accompanying the increase of the intake air amount. It is the control of canceling out depending on the situation. The target intake air amount Qt in the torque reserve control is set to be larger by the intake air amount corresponding to the reserve torque Nr than the intake air amount for realizing the required output torque in the all cylinder operation. The reserve torque Nr is “N2−N0 = N0−Np” in the example of FIG. 4, but can be set to “N0” if the pumping loss torque Np is ignored (see the fifth stage in FIG. 4). .

Note that when the cylinder deactivation mechanism 31 is switched from the second state to the first state, torque reserve control is not necessary because the surplus intake air is simply canceled by the ignition delay angle.
<Contents of cooperative control processing between torque reserve control, solenoid valve for cylinder deactivation and fuel cut>
As shown in FIG. 5, when the cylinder deactivation request flag is turned on, the microcomputer 40 sets a required reserve torque and starts torque reserve control. The required reserve torque is a set value of the reserve torque secured by the torque reserve control. In the present embodiment, the required reserve torque is not instantaneously set to “Nr” which is the final value of the reserve torque, but is increased to “Nr” over a predetermined time Te.

  In FIG. 5 and the following description, the “actual reserve torque” is a torque corresponding to the intake amount actually increased by the torque reserve control. In the following description, the fact that the actual reserve torque converges to the required reserve torque, that is, the actual intake air amount increased by the torque reserve control converges to the target intake air amount Qt, “the torque reserve control converges. It also expresses.

  Further, the microcomputer 40 predicts, as the timing at which the torque reserve control converges, the timing ta after the time of the reserve delay Tdr has elapsed from the timing at which the cylinder deactivation request flag is turned on and the torque reserve control is started. The reserve delay Tdr is calculated, for example, as a value obtained by adding the predetermined time Te to a value obtained by multiplying the intake pipe time constant of the engine 3 by a predetermined gain. This is because the air delay from the throttle 8 to the cylinder 5 is considered to be proportional to the intake pipe time constant. The timing at which the torque reserve control is expected to converge (ta in FIG. 5) corresponds to the first timing, and is hereinafter referred to as a convergence expected timing ti1.

  Then, the microcomputer 40 turns on the solenoid valve drive signal by the first time T1 before the predicted convergence timing ti1 and turns on the fuel cut request flag by the second time T2 before the predicted convergence timing ti1. To.

  In the present embodiment, it is assumed that the cylinder deactivation mechanism 31 is switched to the second state when the electromagnetic valve 33 is opened, and the electromagnetic valve 33 is opened after the electromagnetic valve drive signal is turned on for the first time T1. It is set to the valve opening drive delay time until the start. The microcomputer 40 predicts the timing at which the first time T1 has elapsed since the electromagnetic valve drive signal was turned on as the timing at which the cylinder deactivation mechanism 31 switches to the second state. The timing at which the cylinder deactivation mechanism 31 is expected to switch to the second state corresponds to the second timing, and is hereinafter referred to as a cylinder deactivation estimated timing ti2. If it is necessary to consider the oil pressure increase delay time from when the electromagnetic valve 33 is opened until the oil pressure in the cylinder deactivation mechanism 31 becomes equal to or greater than the above threshold, the oil pressure increase delay time is also the first time. What is necessary is just to add to T1.

  That is, as shown in FIG. 5, the microcomputer 40 matches the expected convergence timing ti1, the expected cylinder deactivation timing ti2, and the timing ti3 when the second time T2 has elapsed from the timing when the fuel cut request flag is turned on. Thus, the solenoid valve drive signal is turned on and the fuel cut request flag is turned on.

  The second time T2 is an expected time from when the fuel cut request flag is turned on until the discharge of burned gas in the cylinders 5-1 to 5-3 is completed. Specifically, the second time T2 is from when the fuel cut request flag is turned on until the exhaust stroke of the cylinders 5-1 to 5-3 in which the fuel is injected before the fuel cut is started is completed. In this embodiment, for example, the time is set to “90 ° CA + 720 ° CA”. Of that time, the time corresponding to 90 ° CA is the time from when it is determined in the fuel cut control process of FIG. 3 that the fuel cut request flag is on until when the fuel cut is actually started. The time for ° CA is the time for one cycle of the cylinder 5. The second time T2 is variably set according to the rotational speed of the engine 3 (hereinafter referred to as engine rotational speed). A timing ti3 at which the second time T2 has elapsed from the timing when the fuel cut request flag is turned on corresponds to a third timing, and is hereinafter referred to as a burned gas discharge expected timing ti3.

  By turning on the solenoid valve drive signal and turning on the fuel cut request flag so that the expected cylinder deactivation timing ti2 and the estimated burned gas discharge timing ti3 coincide with each other, the cylinders 5-1 to 5-3 are sealed. In addition to preventing the fuel injection from occurring, the cylinders 5-1 to 5-3 can be sealed after the burned gas in the cylinders 5-1 to 5-3 is discharged.

  As shown in FIG. 5, when the cylinder deactivation request flag is turned off, the microcomputer 40 turns off the solenoid valve drive signal and also turns off the fuel cut request flag in order to set the cylinder deactivation mechanism 31 to the first state. To do.

  As shown in FIG. 5, the microcomputer 40 turns off the solenoid valve drive signal and switches the cylinder deactivation mechanism 31 from the second state to the first state for a third time from the timing of turning off the solenoid valve drive signal. The timing tb when T3 has elapsed is predicted as the timing when the cylinder deactivation mechanism 31 switches to the first state.

  In the present embodiment, it is assumed that the cylinder deactivation mechanism 31 enters the first state when the electromagnetic valve 33 is closed. For this reason, the third time T3 is set to a valve closing drive delay time from when the solenoid valve drive signal is turned off until the solenoid valve 33 is closed. In addition, when it is necessary to consider the oil pressure decrease delay time from when the electromagnetic valve 33 is closed until the oil pressure in the cylinder deactivation mechanism 31 becomes less than the threshold value, the oil pressure decrease delay time is also the third time. What is necessary is just to add to T3.

  Then, the microcomputer 40 turns off the fuel cut request flag 4th time T4 before the timing tb at which the cylinder deactivation mechanism 31 is expected to actually switch to the first state. In the fourth time T4, the cylinders 5-1 to 5-3 are referred to from the execution timing of the fuel cut control process (FIG. 3) that determines whether or not to perform fuel injection in the next intake stroke with reference to the fuel cut request flag. In this embodiment, it is set to the time of 90 ° CA. Therefore, the fourth time T4 is variably set according to the engine speed.

  That is, when switching the cylinder deactivation mechanism 31 from the second state to the first state, the microcomputer 40 turns off the electromagnetic valve drive signal and predicts that the cylinder deactivation mechanism 31 actually switches to the first state. The fuel cut request flag is turned off only by the fourth time T4 before tb.

  There is a delay between the time when the fuel cut request flag is turned off and the time when fuel is actually injected into the cylinders 5-1 to 5-3. For this reason, if the fuel cut request flag is turned off after the cylinder deactivation mechanism 31 is actually in the first state, fuel injection is performed in the first intake stroke of the cylinders 5-1 to 5-3 that have resumed operation. The possibility that it cannot be implemented increases. Then, the air (so-called fresh air) sucked into the cylinders 5-1 to 5-3 flows into the exhaust pipe 15 as it is, and the exhaust characteristics are deteriorated. Therefore, the fuel cut request flag is turned off before the microcomputer 40 and the cylinder deactivation mechanism 31 are actually in the first state. Therefore, immediately after the cylinder deactivation mechanism 31 is switched from the second state to the first state, fuel injection can be performed at the first intake timing of the cylinders 5-1 to 5-3 that have resumed operation, As a result, deterioration of exhaust characteristics can be prevented.

<Cylinder deactivation control processing>
Next, cylinder deactivation control processing performed by the microcomputer 40 will be described with reference to the flowchart of FIG. The cylinder deactivation control process of FIG. 6 is a collection of processes other than the fuel cut control process among the processes described regarding the control of the cylinder deactivation mechanism 31. Then, the microcomputer 40 executes the cylinder deactivation control process of FIG. 6 at regular intervals when the engine 3 is in an operating state, for example.

  As shown in FIG. 6, when starting the cylinder deactivation control process, the microcomputer 40 determines whether or not to deactivate the cylinders 5-1 to 5-3 in S210, and according to the determination result, the cylinder deactivation. Set the request flag on or off. As described above, when it is determined that the cylinders 5-1 to 5-3 are to be deactivated, the microcomputer 40 turns on the cylinder deactivation request flag and determines that the cylinders 5-1 to 5-3 are not to be deactivated. The cylinder deactivation request flag is turned off.

  In step S220, the microcomputer 40 calculates an estimated cylinder deactivation state. The estimated cylinder deactivation state is an estimated state of the cylinder deactivation mechanism 31. “The estimated cylinder deactivation state is off” means that the estimated cylinder deactivation mechanism 31 is in the first state, and “the estimated cylinder deactivation state is on” means that the estimated cylinder deactivation mechanism 31 is in the state. Is in the second state. The microcomputer 40 estimates the period from when the first time T1 has elapsed since the electromagnetic valve driving signal was turned on until when the third time T3 has elapsed since the electromagnetic valve driving signal was turned off. It is calculated that the cylinder deactivation state is on. During the other period, the microcomputer 40 calculates that the estimated cylinder deactivation state is off.

  In step S230, the microcomputer 40 determines whether the cylinder deactivation request flag is on. If the cylinder deactivation request flag is on, the microcomputer 40 proceeds to step S240 and determines whether the estimated cylinder deactivation state is off. Determine.

  If the microcomputer 40 determines in S240 that the estimated cylinder deactivation state is OFF, the microcomputer 40 proceeds to S250. In S250, the microcomputer 40 calculates and sets a required reserve torque, and in the next S260, performs the above-described torque reserve control process. Then, the process proceeds to S270.

  If the microcomputer 40 determines in S230 that the cylinder deactivation request flag is not on (that is, it is off), or if it is determined in S240 that the estimated cylinder deactivation state is not off (that is, it is on). If so, the process proceeds to S280. In S280, the microcomputer 40 sets the required reserve torque to 0, and then proceeds to S270.

  That is, the microcomputer 40 sets the required reserve torque and executes the torque reserve control from when the cylinder deactivation request flag is turned on until the estimated cylinder deactivation state is turned on. As described above, the required reserve torque is increased to the final value (Nr) of the reserve torque over a predetermined time Te after the cylinder deactivation request flag is turned on (see the second stage in FIG. 5). As a modification, in S240, it may be determined whether or not the actual cylinder deactivation state is off instead of the estimated cylinder deactivation state, and the result is the same. In that case, the microcomputer 40 can determine the actual cylinder deactivation state based on a signal from the state detection switch 35.

The microcomputer 40 executes the cooperative control process shown in FIG. 7 in S270 of FIG.
As shown in FIG. 7, when starting the cooperative control process, the microcomputer 40 determines whether or not the cylinder deactivation request flag is on in S305. If the cylinder deactivation request flag is on, the microcomputer 40 proceeds to S310. .

In S310, the microcomputer 40 calculates the above-described reserve delay Tdr based on the intake pipe time constant of the engine 3.
In the next S320, the microcomputer 40 sets a time obtained by subtracting the first time T1 from the reserve delay Tdr as the first waiting time. In step S330, the microcomputer 40 calculates the aforementioned second time T2 based on the engine speed, and sets a time obtained by subtracting the second time T2 from the reserve delay Tdr as the second waiting time.

  In step S340, the microcomputer 40 determines whether or not the first waiting time set in step S320 has elapsed since the cylinder deactivation request flag was turned on, and determines that the first waiting time has not elapsed. If so, the solenoid valve drive signal is turned off in S350. Then, the microcomputer 40 proceeds to S370. If the microcomputer 40 determines that the first waiting time has elapsed in S340, the microcomputer 40 turns on the electromagnetic valve drive signal in S360, and then proceeds to S370.

  In S370, the microcomputer 40 determines whether or not the second waiting time set in S330 has elapsed after switching on the cylinder deactivation request flag, and determines that the second waiting time has not elapsed. In S380, the fuel cut request flag is turned off. Then, the microcomputer 40 ends the cooperative control process. If it is determined in S370 that the second waiting time has elapsed, the microcomputer 40 turns on the fuel cut request flag in S390, and then ends the cooperative control process. When the microcomputer 40 ends the cooperative control process, the cylinder deactivation control process of FIG. 6 is also ended.

  That is, when the cylinder deactivation request flag is turned on, the microcomputer 40 performs the processing of S310 to S390, as shown in FIG. 5, the expected convergence timing ti1, the predicted cylinder deactivation timing ti2, and the predicted burned gas discharge timing. The solenoid valve drive signal is turned on and the fuel cut request flag is turned on so that ti3 matches. After the microcomputer 40 turns on the cylinder deactivation request flag, it is first time “ts1” in FIG. 5 to determine “YES” in S340 of FIG. Further, after the microcomputer 40 turns on the cylinder deactivation request flag, it is first time “ts2” in FIG. 5 to determine “YES” in S370 of FIG. In the example of FIG. 5, the first time T1 is greater than the second time T2, but the second time T2 may be greater than the first time T1.

On the other hand, if the microcomputer 40 determines in S305 that the cylinder deactivation request flag is not on (that is, it is off), the microcomputer 40 proceeds to S410.
In S410, the microcomputer 40 calculates the above-described fourth time T4 based on the engine speed, and sets the larger one of the calculated fourth time T4 and the above-described third time T3 as the maximum delay.

  In the next S420, the microcomputer 40 sets a time obtained by subtracting the third time T3 from the maximum delay set in S410 as the third waiting time, and in the subsequent S430, the fourth time from the maximum delay set in S410. The time obtained by subtracting T4 is set as the fourth waiting time.

  In the next S440, the microcomputer 40 determines whether or not the third waiting time set in S420 has elapsed after switching the cylinder deactivation request flag to OFF, and determines that the third waiting time has not elapsed. If so, the electromagnetic valve drive signal is turned on in S450. Then, the microcomputer 40 proceeds to S470. If the microcomputer 40 determines that the third waiting time has elapsed in S440, the microcomputer 40 turns off the electromagnetic valve drive signal in S460, and then proceeds to S470.

  In S470, the microcomputer 40 determines whether or not the fourth waiting time set in S430 has elapsed after switching on the cylinder deactivation request flag, and determines that the fourth waiting time has not elapsed. In S480, the fuel cut request flag is turned on. Then, the microcomputer 40 ends the cooperative control process. If it is determined in S470 that the fourth waiting time has elapsed, the microcomputer 40 turns off the fuel cut request flag in S490, and then ends the cooperative control process.

  That is, when the microcomputer 40 turns off the cylinder deactivation request flag, the process of S410 to S490 turns off the electromagnetic valve drive signal and actually activates the cylinder deactivation mechanism 31 as shown in FIG. The fuel cut request flag is turned off only by the fourth time T4 before the timing tb at which the switching to the first state is expected.

  In the example of FIG. 5, since the third time T3 is larger than the fourth time T4, the maximum delay set in S410 is the third time T3, the third waiting time set in S420 is 0, and S430 The fourth waiting time set at is “T3-T4”. Therefore, when the microcomputer 40 turns off the cylinder deactivation request flag in S210 of FIG. 6, the microcomputer 40 immediately turns off the electromagnetic valve drive signal in S460 of that time, and when “T3-T4” has elapsed thereafter, S490 The fuel cut request flag is turned from on to off.

  Conversely, the fourth time T4 may be greater than the third time T3. In this case, the maximum delay set in S410 is the fourth time T4, the third waiting time set in S420 is “T4-T3”, and the fourth waiting time set in S430 is zero. Therefore, in this case, when the microcomputer 40 turns the cylinder deactivation request flag from on to off in S210 of FIG. 6, the microcomputer 40 immediately turns off the fuel cut request flag in S490 of that time, and thereafter “T4-T3” elapses. , S460 turns the electromagnetic valve drive signal from on to off.

  Further, for example, the first time T1 and the third time T3 can be configured to be variably set in accordance with a power supply voltage (for example, a vehicle battery voltage) serving as a power source of the electromagnetic valve drive signal. Further, for example, if the hydraulic pressure of the hydraulic oil supplied to the cylinder deactivation mechanism 31 varies depending on the engine speed, and the valve opening drive delay time and the valve closing drive delay time of the electromagnetic valve 33 vary depending on the hydraulic oil pressure, The first time T1 and the third time T3 can also be configured to be variably set according to the engine speed.

<Comparative example>
As a comparative example, as shown in FIG. 8, the microcomputer 40 turns on the cylinder deactivation request flag and starts torque reserve control. After that, the microcomputer 40 determines that the torque reserve control has converged, and then the electromagnetic valve drive signal and fuel A configuration in which an on-switching process for turning on the cut request flag is started is conceivable. The on-switching process is a process of turning on the solenoid valve drive signal and turning on the fuel cut request flag so that the cylinder deactivation expected timing ti2 and the burned gas discharge estimated timing ti3 coincide. Further, whether or not the torque reserve control has converged is determined by, for example, a deviation between the actual intake air amount detected based on the signal from the intake air amount sensor 10 and the target intake air amount Qt in the torque reserve control (more specifically, the absolute value of the difference) ) Can be determined by whether or not the value has become equal to or less than a predetermined value.

  However, for example, in a transient state where the required output torque of the engine 3 changes, the target intake air amount Qt in the torque reserve control changes, so the actual intake air amount does not converge to the target intake air amount Qt, or the intake air amount does not reach the target intake air amount. There is a possibility that the convergence time until convergence to the amount Qt becomes longer. When the intake air amount does not converge to the target intake air amount Qt (in other words, when the torque reserve control does not converge), the on-switching process cannot be started. Further, if the convergence time is long, the start of the on-switching process is delayed. As a result, the engine 3 cannot be shifted to the idle cylinder operation state, or the period during which the engine 3 is in the idle cylinder operation period is shortened, resulting in deterioration of fuel consumption. The idle cylinder operation state is a state in which the cylinders 5-1 to 5-3 are deactivated and a fuel cut is performed on the cylinders 5-1 to 5-3.

<effect>
On the other hand, in the present embodiment, when the cylinders 5-1 to 5-3 are deactivated, the microcomputer 40 predicts the convergence timing of the torque reserve control as the convergence prediction timing ti1, and predicts the convergence as shown in FIG. The electromagnetic valve drive signal is turned on and the fuel cut request flag is turned on before timing ti1. For this reason, the cylinder deactivation mechanism 31 switches to the second state after the electromagnetic valve drive signal is turned on and the second time T2 including the time from when the fuel cut request flag is turned on until fuel cut is started. The first time T1 until is included in the period until the torque reserve control converges. Even when the torque reserve control does not converge or when the convergence time until the torque reserve control converges, the engine 3 can be put into a cylinder resting operation state.

  Therefore, according to the ECU 39 of the present embodiment, when it is determined that the cylinders 5-1 to 5-3 are to be deactivated, the engine 3 can be reliably and quickly put into a cylinder deactivation operation state. As a result, fuel consumption can be improved.

  Further, the microcomputer 40 determines that the expected convergence timing ti1, the expected cylinder deactivation timing ti2, and the predicted burned gas discharge timing ti3 when the second time T2 has elapsed from the on timing of the fuel cut request flag match. The valve drive signal is turned on and the fuel cut request flag is turned on. For this reason, it is possible to reliably turn on the electromagnetic valve drive signal and turn on the fuel cut request flag before the expected convergence timing ti1.

  Further, the microcomputer 40 predicts the time from when the fuel cut request flag is turned on until the discharge of the burned gas in the cylinders 5-1 to 5-3 is completed, and the estimated time is determined as the second time. T2. Therefore, as described above, the fuel injection after the cylinders 5-1 to 5-3 are in a sealed state is prevented, and the burned gas in the cylinders 5-1 to 5-3 is discharged after the cylinders are discharged. 5-1 to 5-3 can be sealed.

  The microcomputer 40 calculates the above-described reserve delay Tdr based on the intake pipe time constant of the engine 3, and in short, predicts the convergence expected timing ti1 based on the intake pipe time constant. For this reason, the prediction accuracy of the convergence prediction timing ti1 can be improved.

[Second Embodiment]
Next, the engine control system of the second embodiment will be described. As a reference numeral of the engine control system, “1” same as that of the first embodiment is used. The same reference numerals as those in the first embodiment are used for the same components and processes as those in the first embodiment.

  The engine control system 1 of the second embodiment is different from the first embodiment in that the microcomputer 40 of the ECU 39 executes the cooperative control process of FIG. 9 instead of the cooperative control process of FIG. 9 is added with S307 and S500 as compared with the cooperative control process of FIG.

As shown in FIG. 9, in the cooperative control process, the microcomputer 40 proceeds to S307 when it is determined in S305 that the cylinder deactivation request flag is on.
In S307, the microcomputer 40 determines whether or not the torque reserve control has converged at the time when both the solenoid valve drive signal and the fuel cut request flag are still turned off (in other words, not yet turned on). Note that whether or not the torque reserve control has converged can be determined, for example, based on whether or not the deviation between the actual intake air amount and the target intake air amount Qt has become a predetermined value or less, as described above.

  If the microcomputer 40 determines “NO” in S307, it proceeds to S310, but if it determines “YES” in S307 (that is, when the solenoid valve drive signal and the fuel cut request flag are off). If the torque reserve control has converged), the process proceeds to S500. The microcomputer 40 ends the cooperative control process after executing the early convergence process of FIG. 10 in S500.

  As shown in FIG. 10, when the microcomputer 40 starts the process at the time of early convergence, first, in S510, the above-mentioned second time T2 is calculated based on the engine speed, and the calculated second time T2 and the above-described second time T2 are calculated. The larger one of the first time T1 is set as the maximum delay. As described above, the first time T1 may also be calculated based on the engine speed and the battery voltage.

  In the next S520, the microcomputer 40 sets a time obtained by subtracting the first time T1 from the maximum delay set in S510 as a first waiting time, and then in S530, the second time from the maximum delay set in S510. The time obtained by subtracting T2 is set as the second waiting time.

  If the microcomputer 40 determines in the next S540 whether or not the first waiting time set in S520 has elapsed since the determination of the convergence of the torque reserve control, and determines that the first waiting time has not elapsed In S550, the solenoid valve drive signal is turned off. Then, the microcomputer 40 proceeds to S570. Note that the convergence determination of the torque reserve control is the time when “YES” is first determined in S307 of FIG. 9 after the cylinder deactivation request flag is turned on. If it is determined in S540 that the first waiting time has elapsed, the microcomputer 40 turns on the electromagnetic valve drive signal in S560, and then proceeds to S570.

  In S570, the microcomputer 40 determines whether or not the second waiting time set in S530 has elapsed since the determination of the convergence of the torque reserve control. If the microcomputer 40 determines that the second waiting time has not elapsed, In S580, the fuel cut request flag is turned off. Then, the microcomputer 40 ends the cooperative control process. If it is determined in S570 that the second waiting time has elapsed, the microcomputer 40 turns on the fuel cut request flag in S590, and then ends the cooperative control process.

  That is, in the early convergence process of FIG. 10, regardless of the convergence expected timing ti1, the solenoid valve drive signal is turned on and the fuel cut request is made so that the cylinder deactivation expected timing ti2 and the burned gas discharge expected timing ti3 coincide. This is a process for turning on the flag.

  Then, the microcomputer 40 determines that the cylinders 5-1 to 5-3 are to be deactivated, and then the torque reserve control converges during a period in which both the solenoid valve drive signal and the fuel cut request flag are still turned off. If it is determined that it has been performed (S370 in FIG. 9: YES), the early convergence process in FIG.

  For example, it is assumed that the torque reserve control has converged at time ts3 in FIG. The time ts3 is before the time ts1 in FIG. In that case, the early convergence process of FIG. 10 is started from time ts3, and the solenoid valve drive signal is turned on and the fuel cut request flag is turned on so that the cylinder deactivation expected timing ti2 and the burned gas discharge expected timing ti3 coincide. Will be performed. In the example of FIG. 11, since the first time T1 is larger than the second time T2, in the early convergence process of FIG. 10, the maximum delay set in S510 is the first time T1, and is set in S520. The first waiting time is 0, and the second waiting time set in S530 is “T1-T2”. Conversely, if the second time T2 is greater than the first time T1, the maximum delay set in S510 is the second time T2, and the first waiting time set in S520 is “T2-T1”. Thus, the second waiting time set in S530 is zero.

  According to the ECU 39 of the second embodiment as described above, when the torque reserve control converges earlier than expected due to, for example, a large amount of intake air in advance, the engine 3 is made to perform the cylinder rest operation more quickly. You can transition to the state.

  As mentioned above, although embodiment of this invention was described, this invention can take a various form, without being limited to the said embodiment. The above-mentioned numerical values are also examples, and other values may be used. For example, the engine 3 may be a diesel engine. In addition, the functions of one component in the above embodiment may be distributed as a plurality of components, or the functions of a plurality of components may be integrated into one component. In addition, at least a part of the configuration of the above embodiment may be replaced with a known configuration having a similar function. Moreover, you may abbreviate | omit a part of structure of the said embodiment. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified by the wording described in the claims are embodiments of the present invention. In addition to the above-described ECU 39, the present invention is realized in various forms such as a system including the ECU 39 as a constituent element, a program for causing a computer to function as the ECU 39, a medium storing the program, and a control method for an internal combustion engine. You can also

  DESCRIPTION OF SYMBOLS 3 ... Engine, 5-1 to 5-6 ... Cylinder, 5-1 to 5-3 ... Cylinder for deactivation, 25 ... Intake valve, 26 ... Exhaust valve, 31 ... Cylinder deactivation mechanism, 39 ... ECU, 40 ... Microcomputer, ti1 ... Expected convergence timing

Claims (4)

A first state in which all of the plurality of cylinders (5-1 to 5-6) are operated, and an intake valve (25) and an exhaust valve of a deactivation target cylinder (5-1 to 5-3) that are part of the cylinder An internal combustion engine that controls an internal combustion engine (3) including a cylinder deactivation mechanism (31) that switches to a second state in which (26) is fixed in a closed state and the cylinder to be deactivated is deactivated in accordance with a given switching instruction. In the engine control device (39),
Pause determination means (S210) for determining whether to pause the cylinder to be paused;
When it is determined by the deactivation determination means that the cylinder to be deactivated is deactivated, the intake amount taken into the internal combustion engine is increased to a predetermined target intake amount by increasing the throttle opening of the internal combustion engine. First control means (S260) for performing torque reserve control that cancels an increase in output torque of the internal combustion engine accompanying an increase in the intake air amount by retarding an ignition timing in the internal combustion engine; ,
Fuel cut means (S110 to S130) for performing fuel cut on the cylinder to be deactivated when fuel cut to the cylinder to be deactivated is requested;
When it is determined that the cylinder to be deactivated is deactivated by the deactivation determination unit and the torque reserve control is started by the first control unit, a predetermined delay time (Tdr) from the timing at which the torque reserve control is started. ) Elapses as the timing (ti1) when the intake air amount increased by the first control means converges to the target intake air amount, and after the timing when the torque reserve control is started, In addition, before the predicted timing, a second control unit that outputs an instruction to switch to the second state to the cylinder deactivation mechanism and requests the fuel cut unit to perform the fuel cut. S310 to S390),
An internal combustion engine control device comprising: The internal combustion engine control apparatus according to claim 1,
The second control means includes
A first timing (ti1) that is the predicted timing ;
A second timing (ti2), which is a timing at which a predetermined first time (T1) has elapsed from a timing at which an instruction to switch to the second state is output to the cylinder deactivation mechanism ;
A third timing (ti3), which is a timing at which a predetermined second time (T2) has elapsed from the timing at which the fuel cut means is requested to perform the fuel cut,
In order to match, it is configured to output an instruction to switch to the second state to the cylinder deactivation mechanism, and to request the fuel cut means to perform the fuel cut ,
The first time is a delay time from when the cylinder deactivation mechanism is instructed to switch to the second state to when the cylinder deactivation mechanism switches to the second state,
The second time period from when the fuel cut means is requested to perform the fuel cut to when the exhaust stroke of the cylinder to be deactivated in which the fuel is injected before the fuel cut is started is completed. Is time,
Internal combustion engine control device. The internal combustion engine control apparatus according to claim 2 ,
The second control unit outputs an instruction to switch to the second state to the cylinder deactivation mechanism after the deactivation determination unit determines that the cylinder to be deactivated is deactivated, and the fuel cut unit The absolute value of the difference between the actual intake air amount detected based on the signal from the intake air amount sensor and the target intake air amount at the time when both of the fuel cut executions are not requested yet Convergence determination means (S307) for determining whether or not the intake air amount has converged to the target intake air amount depending on whether or not the air pressure has reached a predetermined value or less ;
Means for operating in place of the second control means when the convergence determining means determines that the intake air amount has converged to the target intake air amount, regardless of the first timing; The second timing is output to the cylinder deactivation mechanism so that the second timing coincides with the third timing, and the fuel cut means is requested to perform the fuel cut. 3 control means (S510 to S590),
An internal combustion engine control device comprising: The internal combustion engine control apparatus according to any one of claims 1 to 3 ,
The delay time is
A time obtained by adding a predetermined time to a value obtained by multiplying the intake pipe time constant of the internal combustion engine by a predetermined gain,
Internal combustion engine control device.

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