Control device for a vehicle

Abstract

A control device of a vehicle executes stop processing that stops fuel supply to two stop object cylinders. The control device executes selection processing that selects one cylinder of the stop object cylinders as an object of stop instruction that stops fuel supply. The selection processing is processing that selects a cylinder that first reaches compression top dead center among the stop object cylinders. A crank angle interval from when the cylinder as the object of the stop instruction is selected until when the cylinder as the object of the stop instruction is switched to a next cylinder among the stop object cylinders is a stop possible angle interval. The stop instruction to the selected cylinder is accepted before a fuel injection start timing and in the stop possible angle interval. The control device executes delay processing that delays the fuel injection start timing in such a manner that the fuel injection start timing is included in the stop possible angle interval.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to a control device of a vehicle. BACKGROUND

[0002] A hybrid vehicle equipped with an engine having a plurality of cylinders and a motor generator is disclosed in Japanese Patent Application Publication No. 2021-060027. The hybrid vehicle is provided with an exhaust purification device that purifies exhaust gas discharged from the plurality of cylinders. A catalyst of the exhaust purification device exerts an exhaust gas purification ability at an activation temperature. Therefore, in the hybrid vehicle disclosed in Japanese Patent Application Publication No. 2021-060027, when the temperature of the catalyst is low, catalyst warm-up of heating the catalyst to the activation temperature is performed.

[0003] The control device disclosed in Japanese Patent Application Publication No. 2021-060027, when catalyst warm-up is required, executes a stop process of stopping fuel supply to a part of the plurality of cylinders of the engine and supplying fuel to the remaining cylinders. Thereby, oxygen is supplied to the exhaust purification device from the cylinders in which fuel supply is stopped. Then, oxidation reaction in the catalyst is promoted and the temperature of the catalyst rises. In this way, the control device can promote catalyst warm-up by executing oxygen supply based on the stop process. SUMMARY

[0004] Figure 1 A V-type 6-cylinder engine equipped with six cylinders #1 to #6 is shown. The six cylinders #1 to #6 are arranged in order from the front. The cylinders #1, #3, and #5 constitute a right cylinder bank. The cylinders #2, #4, and #6 constitute a left cylinder bank.

[0005] Figure 2 The count CNT of the six cylinders #1 to #6 is shown. The 0 to 720 degrees of the count CNT correspond to a combustion cycle. The 0 to 180 degrees of the count CNT correspond to an expansion stroke. The 180 to 360 degrees of the count CNT correspond to an exhaust stroke. The 360 to 540 degrees of the count CNT correspond to an intake stroke. The 540 to 720 degrees of the count CNT correspond to a compression stroke. The 720 degrees of the count CNT correspond to a compression top dead center. As shown, combustion is performed in this order in the six cylinders #1 to #6. The angle interval of combustion is 120 degrees (= 720 degrees / 6). Figure 2

[0006] ​In the case where the above-described stop processing is executed in a V-type 6-cylinder engine, it is possible to consider stopping the fuel supply to two opposed cylinders and supplying fuel to the remaining cylinders. The arrival timing of the compression top dead center of one of the opposed cylinders is separated by 360 degrees in crank angle from the arrival timing of the compression top dead center of the other of the opposed cylinders. The two opposed cylinders are, for example, cylinder #2 and cylinder #5. As described above, combustion is performed in this order among the 6 cylinders #1 to #6. Therefore, stopping the fuel supply to the two opposed cylinders means stopping combustion at equal intervals from the viewpoint of the engine as a whole. Therefore, compared with a configuration in which combustion is stopped at unequal intervals, it is possible to suppress variation in output from the engine.

[0007] A case where the control device of the engine is to stop the fuel supply to cylinders #2 and #5 will be described. It is preferable to configure such that the determination of whether or not to stop the fuel supply to cylinder #2 can be made before the compression top dead center is about to occur in cylinder #2. Thereby, even in the case where a request to stop the fuel supply to cylinder #2 is generated at a time point slightly earlier than the time point at which the compression top dead center occurs in cylinder #2, it is possible to respond to the request immediately. Likewise, it is preferable that the determination of whether or not to stop the fuel supply to cylinder #5 be made before the compression top dead center is about to occur in cylinder #5.

[0008] The control device can make the instruction to stop the fuel supply to only one of cylinders #2 and #5, which is the one whose compression top dead center occurs earlier from the current time point. In the case where the compression top dead center of cylinder #2 occurs earlier than that of cylinder #5, the control device can make the instruction to stop the fuel supply to cylinder #2. In the case where the compression top dead center of cylinder #5 occurs earlier than that of cylinder #2, the control device can make the instruction to stop the fuel supply to cylinder #5. Figure 3 The control device can make the instruction to stop the fuel supply to only cylinder #5 at time T11 to time T12, time T13 to time T14. The control device can make the instruction to stop the fuel supply to only cylinder #2 at time T12 to time T13, time T14 to time T15. Thereby, compared with a configuration in which the control device can make the instruction to stop the fuel supply to cylinder #2 in parallel with the instruction to stop the fuel supply to cylinder #5, it is possible to suppress the computational load.

[0009] Here, a situation in which intake port injection is performed at a crank angle 540 degrees earlier than a crank angle corresponding to the compression top dead center in each of cylinders #1 to #6 will be assumed as a situation in which it is desired to start the stop processing. Intake port injection can be performed by an intake port injection valve provided to an intake passage connected to cylinders #1 to #6. In the case where the intake port injection is performed at a crank angle 540 degrees earlier than a crank angle corresponding to the compression top dead center in each of cylinders #1 to #6, the fuel injection start timing of the intake port injection is earlier than the fuel injection start timing of the in-cylinder injection. Figure 3 In the case where the intake port injection is performed at a crank angle 540 degrees earlier than a crank angle corresponding to the compression top dead center in each of cylinders #1 to #6, the fuel injection start timing of the intake port injection is earlier than the fuel injection start timing of the in-cylinder injection. In the case where the intake port injection is performed at a crank angle 540 degrees earlier than a crank angle corresponding to the compression top dead center in each of cylinders #1 to #6, the fuel injection start timing of the intake port injection is earlier than the fuel injection start timing of the in-cylinder injection.

[0010] As explained below, the control device of the engine cannot execute the stop processing in a case where fuel supply to the cylinders #2 and #5 is to be stopped. As described above, the control device can only make the instruction to stop the fuel supply to the cylinder #2 during the time T12 to the time T13. However, as to the supply amount to the cylinder #2 at the time of the occurrence of the compression top dead center at the time T13, the intake port injection has already been made between the time T11 and the time T12. That is, since the fuel supply to the cylinder #2 has already been made, even if the instruction to stop the fuel supply to the cylinder #2 is made during the time T12 to the time T13, the fuel supply to the cylinder #2 cannot be stopped. As described above, the control device can only make the instruction to stop the fuel supply to the cylinder #5 during the time T13 to the time T14. However, as to the supply amount to the cylinder #5 at the time of the occurrence of the compression top dead center at the time T14, the intake port injection has already been made between the time T12 and the time T13. Therefore, the fuel supply to the cylinder #5 also cannot be stopped.

[0011] As such, in the combustion cycle, in a case where the fuel injection start timing comes before the period during which the instruction to stop the fuel supply can be made, the fuel supply cannot be stopped.

[0012] Hereinafter, a means for solving the above-described problem and an effect thereof will be described.

[0013] According to one technical solution of the present disclosure, a control device of a vehicle is provided, the vehicle being provided with an internal combustion engine having a plurality of cylinders, the control device of the vehicle being provided with a processing circuit,

[0014] the processing circuit is configured to

[0015] execute a stop processing of stopping fuel supply to two or more cylinders among the plurality of cylinders and supplying fuel to one or more remaining cylinders,

[0016] an action from the start of the expansion stroke to the end of the compression stroke is a combustion cycle, the plurality of cylinders each repeatedly execute the combustion cycle so that compression top dead centers occur in the plurality of cylinders in turn,

[0017] the selection processing is a processing of selecting one cylinder among the stop object cylinders as an object of a stop instruction of stopping fuel supply, every time a compression top dead center occurs in any one of the stop object cylinders,

[0018] The selection process is a process of selecting a cylinder in which compression top dead center occurs earliest among the stop target cylinders at a point in time at which the selection process is executed, and a crank angle interval from when a cylinder that is an object of the stop instruction is selected until when the cylinder that is an object of the stop instruction is switched to a next cylinder among the stop target cylinders is a stop possible angle interval, the stop instruction for the selected cylinder is accepted in the combustion cycle before a fuel injection start timing and in the stop possible angle interval, and the processing circuitry is configured to execute a delay process that is a process of delaying the fuel injection start timing in such a way that the fuel injection start timing is included in the stop possible angle interval.

[0019] In a case where the fuel injection start timing is earlier than the stop possible angle interval in the combustion cycle, the stop instruction is not accepted. According to the above-described configuration, the processing circuitry executes the delay process that is a process of delaying the fuel injection start timing in such a way that the fuel injection start timing is included in the stop possible angle interval. Therefore, there is an interval earlier than the fuel injection start timing in the stop possible angle interval. The stop instruction is accepted in this interval. By the stop instruction being accepted in this interval, it is possible to stop fuel supply in this interval. That is, for a configuration in which fuel supply cannot be stopped because the fuel injection start timing comes before the stop possible angle interval in the combustion cycle, by executing the delay process, it is possible to achieve stopping of fuel supply.

[0020] It can be that the internal combustion engine includes: a plurality of intake ports connected to the plurality of cylinders, respectively; a plurality of intake port injection valves provided to the plurality of intake ports, respectively; and a plurality of in-cylinder injection valves provided to the plurality of cylinders, respectively,

[0021] The plurality of intake port injection valves each are configured to execute intake port injection of fuel into a corresponding intake port among the plurality of intake ports,

[0022] The plurality of in-cylinder injection valves each are configured to execute in-cylinder injection of fuel into a corresponding cylinder among the plurality of cylinders,

[0023] The processing circuitry is configured to execute the delay process by changing the fuel injection mode in the stop target cylinders from the intake port injection mode to the in-cylinder injection mode.

[0024] Intake port injection needs to be performed before the start of the compression stroke. In contrast, in-cylinder injection can be performed after the start of the compression stroke. According to the above-described configuration, the processing circuitry executes the delay process by changing the fuel injection mode from the intake port injection mode to the in-cylinder injection mode. Therefore, compared to a configuration in which the injection start timing of intake port injection is delayed while the intake port injection mode is maintained, it is possible to greatly delay the injection start timing. Therefore, it is possible to increase the interval in which the stop instruction is accepted.

[0025] The internal combustion engine can include a plurality of intake ports connected to the plurality of cylinders, respectively, and a plurality of intake port injection valves provided to the plurality of intake ports, respectively,

[0026] Each of the plurality of intake port injection valves can be configured to perform intake port injection of fuel into a corresponding intake port of the plurality of intake ports,

[0027] The processing circuit can be configured to perform the delay processing by delaying an injection start timing of the intake port injection in the stop target cylinder.

[0028] In a configuration in which the internal combustion engine includes intake port injection valves but does not include in-cylinder injection valves, an interval that accepts a stop instruction can be generated. In a configuration in which the internal combustion engine includes intake port injection valves and in-cylinder injection valves, an interval that accepts a stop instruction can be generated even if an intake port injection mode is maintained.

[0029] The vehicle can include a motor generator,

[0030] The processing circuit can be configured to control the internal combustion engine and the motor generator in such a manner that the internal combustion engine and the motor generator cooperate to generate an output torque required for the vehicle,

[0031] The processing circuit can be configured to perform, when the stop processing is performed, a compensation processing of compensating for a decrease in the output torque of the internal combustion engine due to the stop processing by the motor generator.

[0032] According to the above-described configuration, the motor generator compensates for a decrease in the output torque of the internal combustion engine due to the stop processing. Therefore, a variation in the output torque of the vehicle can be suppressed.

[0033] The number of the plurality of cylinders can be six,

[0034] The stop processing can be processing of stopping fuel supply to the stop target cylinders that are two cylinders of the plurality of cylinders and supplying fuel to the remaining four cylinders,

[0035] The arrival timing of the compression top dead center of one of the stop target cylinders is separated by 360 degrees of a crank angle from the arrival timing of the compression top dead center of the other of the stop target cylinders,

[0036] The selection processing can be processing of alternately selecting, every 360 degrees of the crank angle, one cylinder of the stop target cylinders that is a target of a stop instruction to stop fuel supply,

[0037] The delay processing is processing that delays the fuel injection start timing in such a manner that the fuel injection start timing is contained in the stoppable angle interval from the timing that is 360 degrees of the crank angle earlier than the arrival timing of the compression top dead center to the arrival timing of the compression top dead center.

[0038] According to the above-described configuration, it is possible to stop the fuel supply to two opposed cylinders by performing delay processing in an internal combustion engine having six cylinders. BRIEF DESCRIPTION OF DRAWINGS

[0039] Features, advantages, and technical and industrial significance of exemplary embodiments of the present application will be described below with reference to the accompanying drawings, wherein like numerals denote like elements, and wherein:

[0040] Figure 1 is a diagram showing an internal combustion engine having six cylinders.

[0041] Figure 2 A of is a time chart illustrating combustion performed in Figure 1 six cylinders of

[0042] Figure 2 B of is a time chart illustrating combustion performed in Figure 1 six cylinders of

[0043] Figure 2 C of is a time chart illustrating combustion performed in Figure 1 six cylinders of

[0044] Figure 2 D of is a time chart illustrating combustion performed in Figure 1 six cylinders of

[0045] Figure 2 E of is a time chart illustrating combustion performed in Figure 1 six cylinders of

[0046] Figure 2 F of is a time chart illustrating combustion performed in Figure 1 six cylinders of

[0047] Figure 3 A of is a time chart illustrating combustion performed in Figure 1 cylinder #2 of

[0048] Figure 3 B of is a time chart illustrating combustion performed in Figure 1The combustion time diagram in cylinder #5 shows the progression of the count in cylinder #5.

[0049] Figure 4 This is a schematic diagram showing the configuration of a vehicle.

[0050] Figure 5 This is an explanation Figure 4 A diagram of the internal combustion engine in the vehicle.

[0051] Figure 6 This is a flowchart illustrating the steps of the regeneration process.

[0052] Figure 7 A is a time graph showing the progression of the count CNTs for cylinder #2.

[0053] Figure 7 B is a time graph showing the progression of the count CNT for cylinder #5.

[0054] Figure 7 C is a time graph showing the progression, illustrating the progression of the marker F. Detailed Implementation

[0055] Regarding the composition of vehicles

[0056] Hereinafter, a control device for a vehicle according to one embodiment will be described with reference to the accompanying drawings.

[0057] like Figure 4 As shown, the internal combustion engine (hereinafter referred to as the engine) 10 has six cylinders #1 to #6. Cylinders #1, #3, and #5 constitute the right cylinder bank. Cylinders #2, #4, and #6 constitute the left cylinder bank. Hereinafter, the reference numerals for components corresponding to the right cylinder bank will end with "R" for explanation. The reference numerals for components corresponding to the left cylinder bank will end with "L" for explanation. Figure 5 As shown, the engine 10 has a cylinder block 11 and cylinder heads 15R and 15L. Various components are disposed within the cylinder block 11 and cylinder heads 15R and 15L. Figure 5 Cylinder #1 is shown as one of the three cylinders #1, #3, and #5 constituting the right cylinder group, and cylinder #2 is shown as one of the three cylinders #2, #4, and #6 constituting the left cylinder group. (See diagram for reference.) Figure 4 As shown, a throttle valve 14 is provided in the intake passage 12 of the engine 10. (As indicated...) Figure 5As shown, intake ports 12R, 12L, which are downstream portions of intake passage 12, are respectively provided with intake port injection valves 16R, 16L that inject fuel toward intake ports 12R, 12L. In detail, engine 10 is provided with a plurality of intake port injection valves 16R that are respectively provided to a plurality of intake ports 12R that are respectively connected to a plurality of cylinders #1, #3, #5. Engine 10 is provided with a plurality of intake port injection valves 16L that are respectively provided to a plurality of intake ports 12L that are respectively connected to a plurality of cylinders #2, #4, #6. The plurality of intake port injection valves 16R, 16L respectively perform intake port injection that injects fuel into a corresponding one of the plurality of intake ports 12R, 12L. Air that is drawn into intake passage 12, fuel that is injected from intake port injection valve 16R, flows into combustion chamber 20R in conjunction with the opening of intake valve 18R. Air that is drawn into intake passage 12, fuel that is injected from intake port injection valve 16L, flows into combustion chamber 20L in conjunction with the opening of intake valve 18L. Engine 10 is provided with a plurality of in-cylinder injection valves 22R that are respectively provided to the plurality of cylinders #1, #3, #5. Engine 10 is provided with a plurality of in-cylinder injection valves 22L that are respectively provided to the plurality of cylinders #2, #4, #6. The plurality of in-cylinder injection valves 22R, 22L respectively perform in-cylinder injection that injects fuel into a corresponding one of the plurality of cylinders #1 to #6. That is, fuel is injected from in-cylinder injection valves 22R, 22L into combustion chambers 20R, 20L. In addition, the air and fuel mixture within combustion chambers 20R, 20L is combusted in conjunction with the spark discharge of spark plugs 24R, 24L.

[0058] The combustion energy that is generated when the mixture is combusted is converted into rotational energy of crankshaft 26 as explained below. Piston 13R is capable of reciprocating motion within each of cylinders #1, #3, #5. Piston 13R is linked to crankshaft pin 26a of crankshaft 26 via connecting rod 13aR. Piston 13L is capable of reciprocating motion within each of cylinders #2, #4, #6. Piston 13L is linked to crankshaft pin 26a of crankshaft 26 via connecting rod 13aL. Through the reciprocating motion of pistons 13L, 13R, crankshaft 26 rotates.

[0059] The mixture that is combusted in combustion chamber 20R is discharged as exhaust gas to exhaust passage 30R in conjunction with the opening of exhaust valve 28R. The mixture that is combusted in combustion chamber 20L is discharged as exhaust gas to exhaust passage 30L in conjunction with the opening of exhaust valve 28L. As Figure 4 As shown, three-way catalyst 32R and gasoline particulate filter (GPF) 34R, which have oxygen storage capacity, are provided as exhaust purification devices in exhaust passage 30R. Three-way catalyst 32L and gasoline particulate filter (GPF) 34L, which have oxygen storage capacity, are provided as exhaust purification devices in exhaust passage 30L. Furthermore, GPFs 34R, 34L are configured with a filter that traps PM carrying a three-way catalyst.

[0060] The crankshaft 26 incorporates a crank rotor 40 provided with tooth portions 42. On the crank rotor 40, 32 tooth portions 42 are provided substantially every 10 degrees. Therefore, at intervals where one adjacent tooth portion 42 is provided on the crank rotor 40, a toothless portion 44 is provided in which the interval is enlarged by an amount of two tooth portions 42. This is a site for indicating a rotational angle that is a reference of the crankshaft 26.

[0061] The crankshaft 26 is mechanically linked to a carrier C of a planetary gear mechanism 50 that constitutes a power distribution device. A rotational shaft 52a of a first motor generator 52 is mechanically linked to a sun gear S of the planetary gear mechanism 50. In addition, a rotational shaft 54a of a second motor generator 54 and a drive wheel 60 are mechanically linked to a ring gear R of the planetary gear mechanism 50. An alternating-current voltage is applied to terminals of the first motor generator 52 through a converter 56. In addition, an alternating-current voltage is applied to terminals of the second motor generator 54 through a converter 58.

[0062] Regarding the control device 500

[0063] The control device 500 controls the engine 10, the first motor generator 52, and the second motor generator 54. The control device 500 is provided with an engine control unit 110 that controls the engine 10. In addition, the control device 500 is provided with a motor control unit 130 that controls the first motor generator 52 and the second motor generator 54. Furthermore, the control device 500 is provided with a comprehensive control unit 100 that is connected to the engine control unit 110 and the motor control unit 130 and comprehensively controls the vehicle. In addition, these control units include a so-called microcomputer that has a CPU, a ROM, a RAM, and an input / output interface, and the like. Each control unit performs signal processing in accordance with a program that is stored in the ROM, while using the temporary storage function of the RAM.

[0064] The control device 500 controls the engine 10, the first motor generator 52, and the second motor generator 54. That is, the control device 500 controls the power train system of the vehicle. The control device 500 controls the engine 10, the first motor generator 52, and the second motor generator 54 in such a manner that the engine 10, the first motor generator 52, and the second motor generator 54 cooperate to generate an output torque that is required for the vehicle. The control device 500 is inputted with detection signals of sensors that are provided to each portion of the vehicle.

[0065] The engine control unit 110 operates operation portions of the engine 10 in order to control a torque, an exhaust component ratio, and the like that are control amounts of the engine 10. The operation portions of the engine 10 are, for example, the throttle valve 14, the intake port injection valves 16R, 16L, the in-cylinder injection valves 22R, 22L, and the spark plugs 24R, 24L.

[0066] In addition, the motor control unit 130 operates the inverter 56 in order to control the rotational speed as the control amount of the first motor generator 52. In addition, the motor control unit 130 operates the inverter 58 in order to control the torque as the control amount of the second motor generator 54.

[0067] In Figure 4 and Figure 5 The operation signals MS1 to MS6 of the throttle valve 14, the intake port injection valves 16R, 16L, the in-cylinder injection valves 22R, 22L, the spark plugs 24R, 24L, and the inverters 56, 58 are described in the above. The engine control unit 110 refers to the intake air amount Ga detected by the air flow meter 80 in order to control the control amount of the engine 10. In addition, the engine control unit 110 also refers to the output signal Scr of the crank angle sensor 82, the water temperature THW detected by the water temperature sensor 86. The engine control unit 110 also refers to the pressure PexR of the exhaust gas flowing into the GPF 34R detected by the exhaust pressure sensor 88R. The engine control unit 110 also refers to the pressure PexL of the exhaust gas flowing into the GPF 34L detected by the exhaust pressure sensor 88L. In addition, the motor control unit 130 refers to the output signal Sm1 of the first rotational angle sensor 90 that detects the rotational angle of the first motor generator 52 in order to control the control amount of the first motor generator 52. The motor control unit 130 refers to the output signal Sm2 of the second rotational angle sensor 92 that detects the rotational angle of the second motor generator 54 in order to control the control amount of the second motor generator 54.

[0068] The engine control unit 110 and the motor control unit 130 are connected to the integrated control unit 100 through communication lines, respectively. Also, the integrated control unit 100, the motor control unit 130, and the engine control unit 110 exchange and share information based on the detected signals input from the sensors, the calculated information, with each other through CAN communication.

[0069] The accelerator position sensor 101, the brake sensor 102, and the vehicle speed sensor 103 are connected to the integrated control unit 100. The accelerator position sensor 101 detects the accelerator opening degree. The brake sensor 102 detects the operation amount of the brake. The vehicle speed sensor 103 detects the speed of the vehicle, that is, the vehicle speed.

[0070] In addition, the air-fuel ratio sensors 81R, 81L are provided in the exhaust passages 30R, 30L. The air-fuel ratio sensors 81R, 81L are connected to the engine control unit 110. The air-fuel ratio sensors 81R, 81L detect the air-fuel ratio.

[0071] Further, an upstream side temperature sensor 87R that detects the temperature of exhaust gas between the three-way catalyst 32R and the GPF 34R in the exhaust passage 30R is connected to the engine control unit 110. An upstream side temperature sensor 87L that detects the temperature of exhaust gas between the three-way catalyst 32L and the GPF 34L in the exhaust passage 30L is connected to the engine control unit 110. Further, a downstream side temperature sensor 89R that detects the temperature of exhaust gas on the downstream side of the GPF 34R is connected to the engine control unit 110. A downstream side temperature sensor 89L that detects the temperature of exhaust gas on the downstream side of the GPF 34L is connected to the engine control unit 110.

[0072] The engine control unit 110 estimates the catalyst temperature and the GPF temperature based on the engine load factor KL and the engine speed NE, and the temperatures of exhaust gas detected by the above-described upstream side temperature sensors 87R, 87L and the downstream side temperature sensors 89R, 89L. The catalyst temperature is the temperature of the three-way catalyst 32R, 32L. On the other hand, the GPF temperature is the temperature of the GPF 34R, 34L.

[0073] Further, the engine control unit 110 counts the number of times the output signal Scr of the crank angle sensor 82 is input and calculates the count CNT as a value corresponding to the crank angle. The value of the count CNT corresponds to the crank angle, and the larger the value of the count CNT, the larger the crank angle. Further, when it becomes a value corresponding to 720 degrees, that is, 0 degrees, it is reset to "0" again. Furthermore, the crank angle at which the count CNT is "0" is the crank angle at the compression top dead center.

[0074] Regarding the fuel injection mode

[0075] The engine control unit 110 changes the fuel injection mode in the engine 10 according to the engine load factor KL and the engine speed NE. For example, the engine 10 supplies fuel only by fuel injection based on the in-cylinder injection valves 22R, 22L, that is, in-cylinder injection, in a high load region. The engine 10 supplies fuel only by fuel injection based on the intake port injection valves 16R, 16L, that is, intake port injection, in a low load region. Further, the engine 10 sometimes supplies fuel by intake port injection and in-cylinder injection. In this case, the engine control unit 110 changes the ratio of intake port injection and in-cylinder injection according to the engine load factor KL and the engine speed NE. The engine 10 realizes the formation of a mixture suitable for combustion as such.

[0076] Further, the engine speed NE is calculated by the engine control unit 110 based on the output signal Scr. Further, the engine load factor KL is calculated by the engine control unit 110 based on the intake air amount Ga and the engine speed NE.

[0077] Regeneration processing

[0078] Figure 6 The processing steps in a routine showing the regeneration processing performed by the engine control unit 110 are shown. Hereinafter, a case where port injection is performed in the engine 10 and the flag F changes to 1 from the condition where the flag F is 0 as described later is assumed to be described. Figure 6 The routine shown is realized by the engine control unit 110 repeatedly executing the program stored in the memory, for example, at a predetermined cycle. Further, hereinafter, the step numbers of each processing are represented by the numbers headed with "S" at the beginning.

[0079] In Figure 6 In the routine shown, the engine control unit 110 first acquires the engine speed NE, the engine load factor KL, and the water temperature THW (S10). Next, the engine control unit 110 calculates the update amount ADPM of the accumulation amount DPM on the basis of the engine speed NE, the engine load factor KL, and the water temperature THW (S12). Here, the accumulation amount DPM is the amount of PM trapped by the GPFs 34R, 34L. In detail, the engine control unit 110 calculates the amount of PM in the exhaust gas discharged to the exhaust passage 30R, 30L on the basis of the engine speed NE, the engine load factor KL, and the water temperature THW. Then, the engine control unit 110 calculates the update amount ADPM on the basis of the amount of PM in the exhaust gas and the GPF temperature.

[0080] Next, the engine control unit 110 updates the accumulation amount DPM by adding the update amount ADPM to the accumulation amount DPM (S14). Next, the engine control unit 110 determines whether the flag F is "1" (S16). In the case where the flag F is "1", it is indicated that the regeneration processing for burning and removing the PM of the GPFs 34R, 34L is being performed. On the other hand, in the case where the flag F is "0", it is indicated that the regeneration processing is not performed. The engine control unit 110, in the case where it is determined that the flag F is "0" (S16: No), determines whether the accumulation amount DPM is DPMH or more (S18). The regeneration execution value DPMH is a threshold value for determining that the state where the PM needs to be removed is present on the basis of the fact that the accumulation amount DPM is DPMH or more.

[0081] The engine control unit 110, in the case where it is determined that it is DPMH or more (S18: Yes), proceeds to S20. The engine control unit 110 performs the delay processing and substitutes "1" for the flag F in S20. The delay processing refers to processing for delaying the start timing of fuel injection in such a manner that the start timing of fuel injection is contained in the stop angle interval described later. The engine control unit 110 performs the delay processing by changing the fuel injection mode of all the cylinders #1 to #6 from the port injection mode to the in-cylinder injection mode. For the delay processing, refer toFigure 7 This will be described later. Figure 7 The switching from the intake port injection at the end timing of the expansion stroke (180 degrees) to the in-cylinder injection at the start timing of the compression stroke (540 degrees) is shown. The delay processing means such a switching.

[0082] The engine control unit 110 proceeds to S22 after executing the delay processing of S20. The engine control unit 110 executes selection processing in S22. The selection processing is processing of selecting one cylinder of the stop object cylinders as an object of the stop instruction to stop the fuel supply each time the compression top dead center occurs in either one of the cylinder #2 and the cylinder #5 as the stop object cylinder. The selection processing is processing of selecting the cylinder in which the compression top dead center occurs earliest among the cylinder #2 and the cylinder #5 as the stop object cylinder at the execution timing of the selection processing. In the present embodiment, the arrival timing of the compression top dead center of one of the stop object cylinders is separated by 360 degrees of the crank angle from the arrival timing of the compression top dead center of the other of the stop object cylinders. Therefore, the selection processing is processing of alternately selecting one cylinder of the stop object cylinders as an object of the stop instruction to stop the fuel supply at every 360 degrees of the crank angle. As shown in the drawing, the engine control unit 110 executes the selection processing before the stop processing described later. Figure 6

[0083] The engine control unit 110 proceeds to S24 after executing the selection processing of S22. The engine control unit 110 determines whether or not the execution condition of the regeneration processing is satisfied in S24. The execution condition here is set to the condition that the logical AND of the following conditions (A) to (D) is true.

[0084] Condition (A): the condition that the internal combustion engine torque command value Te* as the command value for the torque of the engine 10 is the predetermined value Teth or more.

[0085] Condition (B): the condition that the internal combustion engine speed NE is the predetermined speed or more.

[0086] Condition (C): the condition that the MG2 torque compensation processing of S28 can be executed.

[0087] Condition (D): the condition that the current timing is before the fuel injection start timing in the combustion cycle of the cylinder selected as the object of the stop instruction among the cylinder #2 and the cylinder #5.

[0088] ​Condition (D) is explained here. Each of the plurality of cylinders #1 to #6 repeatedly performs a combustion cycle in a manner in which compression top dead center appears in the plurality of cylinders #1 to #6 in order. Here, an operation from the start of the expansion stroke to the end of the compression stroke is a combustion cycle. A crank angle interval from a cylinder selected as a subject of the stop instruction to a next cylinder in the cylinders that are the subjects of the stop instruction is a stoppable angle interval. The stop instruction to the selected cylinder is accepted in the combustion cycle before the fuel injection start timing and in the stoppable angle interval. Condition (D) is a condition related to whether such a requirement is satisfied.

[0089] The engine control unit 110 proceeds to S26 in a case where it is determined that the logical AND is true (S24: YES). The engine control unit 110 performs a stop process in S26. The engine control unit 110 issues a stop instruction to the cylinder selected as a subject of the stop instruction. Then, the engine control unit 110 makes the air-fuel ratio of the mixture in the cylinders #1, #3, #4, #6 richer than the stoichiometric air-fuel ratio. That is, the regeneration process includes a stop process of stopping the fuel supply to the cylinders #2, #5 that are the subjects of the stop and supplying fuel to the remaining cylinders #1, #3, #4, #6. This process is a process for raising the temperature of the GPFs 34R, 34L by discharging oxygen and unburned fuel to the exhaust passages 30R, 30L to combust and remove PM trapped by the GPFs 34R, 34L. That is, the engine control unit 110 raises the temperature of the exhaust gas by causing unburned fuel to combust in the three-way catalysts 32R, 32L and the like by discharging oxygen and unburned fuel to the exhaust passages 30R, 30L. Thus, it is possible to raise the temperature of the GPFs 34R, 34L. In addition, it is possible to combust and remove PM trapped by the GPFs 34R, 34L by supplying oxygen to the GPFs 34R, 34L.

[0090] The engine control unit 110 requests the motor control unit 130 to perform a process of compensating for a variation in the torque of the crankshaft 26 of the engine 10 due to the stop of the combustion control of the cylinder #2 or the cylinder #5 (S28). The motor control unit 130 that has accepted the request superimposes a compensation torque on the required torque for running of the 2nd motor generator 54. Also, the motor control unit 130 operates the transmission 58 on the basis of the required torque after the compensation torque is superimposed. As such, the control device 500, when performing the stop process, also performs a compensation process of compensating for a reduction in the output torque of the engine 10 due to the stop process by the 2nd motor generator 54.

[0091] Further, the condition (C) in which the MG2 torque compensation processing can be executed is that the second motor generator 54 does not have an abnormality, and that the power required for executing the MG2 torque compensation processing is stored in the battery, and the like. The condition (C) can also include "time required for ensuring communication between the engine control unit 110 and the motor control unit 130". The condition (C) can also be set taking into account a delay of control due to a control cycle of the motor control unit 130.

[0092] On the other hand, the engine control unit 110, in a case where it is determined that the flag F is "1" (S16: YES), proceeds to S30. The engine control unit 110 determines in S30 whether the accumulation amount DPM is below a stop threshold value DPML. The stop threshold value DPML is a threshold value for determining that the regeneration processing can be stopped based on the accumulation amount DPM being below the stop threshold value DPML. The stop threshold value DPML is smaller than the regeneration execution value DPMH. The engine control unit 110, in a case where the accumulation amount DPM is below the stop threshold value DPML (S30: YES), proceeds to S32. The engine control unit 110 ends the regeneration processing in S32 and substitutes "0" for the flag F. The engine control unit 110 then proceeds to S34. The engine control unit 110 performs an injection timing setting processing in S34. The injection timing setting processing is a processing of optimizing the fuel injection start timing in a case where the fuel injection start timing set in S20 is not most suitable for combustion. For example, the fuel injection start timing is advanced.

[0093] The engine control unit 110, in a case where the accumulation amount DPM is larger than the stop threshold value DPML (S30: NO), proceeds to S22. The engine control unit 110 executes the processing of S22 and thereafter as described above.

[0094] Further, the engine control unit 110, in a case where the processing of S28, S34 is completed, in a case where it is determined NO in the processing of S18, S24, temporarily ends the routine illustrated in FIG. 8. Figure 6

[0095] Effects of the Present Embodiment

[0096] Reference Signs Figure 7 The effects of the present embodiment will be described.

[0097] As described above, the regeneration processing includes a stop processing of stopping fuel supply to the cylinders #2, #5 which are the stop target cylinders and supplying fuel to the remaining cylinders #1, #3, #4, #6. The cylinders #2, #5 are called opposed cylinders. The arrival timing of the compression top dead center of one of the opposed cylinders is separated by 360 degrees of crank angle from the arrival timing of the compression top dead center of the other of the opposed cylinders. As described above, combustion is performed in this order among the six cylinders #1 to #6.​

[0098] As to the selection process of S22, as described above, the engine control unit 110 can make the instruction to stop the fuel supply to only the one of the cylinder #2 and the cylinder #5 that appears the compression top dead center earlier from the current time point. In Figure 7 the engine control unit 110 can make the instruction to stop the fuel supply to only the cylinder #5. The crank angle interval corresponding to the period from the time T21 to the time T22 is the stoppable angle interval related to the cylinder #5. Likewise, the crank angle interval corresponding to the period from the time T24 to the time T25 is the stoppable angle interval related to the cylinder #5. In the period from the time T22 to the time T24 and from the time T25 to the time T26, the engine control unit 110 can make the instruction to stop the fuel supply to only the cylinder #2. The crank angle interval corresponding to the period from the time T22 to the time T24 is the stoppable angle interval related to the cylinder #2. Likewise, the crank angle interval corresponding to the period from the time T25 to the time T26 is the stoppable angle interval related to the cylinder #2. As such, the stoppable angle interval is the interval from the timing 360 degrees of the crank angle earlier than the arrival timing of the compression top dead center to the arrival timing of the compression top dead center.

[0099] Here, a situation in which the intake port injection is performed at the crank angle 540 degrees earlier than the crank angle corresponding to the compression top dead center in each of the cylinders #1 to #6 is assumed as a situation in which the stop process is to be started. The intake port injection can be performed by the intake port injection valves 16R, 16L. In Figure 7 In the drawing, the fuel injection start timing is shown by a downward arrow.

[0100] The engine control unit 110 of the engine 10 can perform the stop process by performing the delay process as explained below in a case where the fuel supply to the cylinders #2 and #5 is to be stopped.

[0101] In the period from the time T21 to the time T23, the flag F is 0. Therefore, in the period from the time T21 to the time T23, the engine control unit 110 repeatedly performs the processes of S10, S12, S14, S16, and S18 of Figure 6 in this order. That is, in the period from the time T21 to the time T23, the stop process of S26 is not performed.

[0102] At the time T23, the flag F is switched from "0" to "1". In detail, the engine control unit 110 performs the delay process in S20 and substitutes "1" for the flag F. The delay process is as explained in Figure 6 Figure 7 ​the fuel injection start timing of the cylinder #5 is shown by a solid line. The fuel injection start timing of the cylinder #2 is shown by a dashed line. The fuel injection start timing of the cylinder #5 is in the period from the time T24 to the time T25. The fuel injection start timing of the cylinder #2 is in the period from the time T25 to the time T26. As such, the delay process is a process of delaying the fuel injection start timing in such a manner that the fuel injection start timing is included in the stoppable angle interval.

[0103] As such, in the stoppable angle interval, there is an interval earlier than the fuel injection start timing. Specifically, the condition (D) described above is satisfied in the period from the time T24 to the fuel injection start timing of the cylinder #5. Also, the condition (D) is satisfied in the period from the time T25 to the fuel injection start timing of the cylinder #2. Therefore, the engine control unit 110 can execute the stop process of S26 in a case where all of the conditions (A) to (C) described above are satisfied.

[0104] At the time T27, the flag F is switched from "1" to "0". In detail, the engine control unit 110 switches the flag F from "1" to "0" in S32. Figure 6 The engine control unit 110 ends the regeneration process in S32 and substitutes "0" for the flag F.

[0105] Effects of the present embodiment

[0106] (1) In a case where the fuel injection start timing is earlier than the stoppable angle interval in the combustion cycle, the stop instruction is not accepted. According to the above-described embodiment, the control device 500 executes the delay process of delaying the fuel injection start timing in such a manner that the fuel injection start timing is included in the stoppable angle interval. Therefore, in the stoppable angle interval, there is an interval earlier than the fuel injection start timing. The stop instruction is accepted in this interval. By the stop instruction being accepted in this interval, it is possible to stop the fuel supply in this interval. That is, by executing the delay process with respect to the configuration in which the fuel supply cannot be stopped because the fuel injection start timing comes before the stoppable angle interval in the combustion cycle, it is possible to achieve the stop of the fuel supply.

[0107] (2) Intake port injection needs to be performed before the start of the compression stroke. In contrast, in-cylinder injection can be performed after the start of the compression stroke. According to the above embodiment, the control device 500 can perform the delay process by changing the fuel injection method from the intake port injection method to the in-cylinder injection method. Therefore, compared with a configuration in which the injection start timing of the intake port injection is delayed in a state in which the intake port injection method is maintained, the injection start timing can be greatly delayed. Therefore, the interval in which the stop instruction is accepted can be increased.

[0108] (3) According to the above embodiment, the 2nd motor generator 54 compensates for a decrease in the output torque of the engine 10 due to the stop process. Therefore, variation in the output torque of the vehicle can be suppressed.

[0109] (4) According to the above embodiment, the fuel supply to the cylinders #2, #5 that are 2 opposing cylinders can be stopped by performing the delay process in the engine 10 having 6 cylinders.

[0110] Variations

[0111] The present embodiment can be implemented as follows. The present embodiment and the following variations can be implemented in combination with each other within a range in which there is no technical contradiction.

[0112] • In the above embodiment, a case in which the cylinders #2, #5 are stop target cylinders is described. For example, when the regeneration process ends in S32, the cylinders #3, #6 can be determined as stop target cylinders for the next regeneration process. That is, the 2 stop target cylinders can be switched to another 2 stop target cylinders at an appropriate timing.

[0113] • In the above embodiment, the fuel injection method of all the cylinders #1 to #6 is changed from intake port injection to in-cylinder injection in the delay process of S20. However, this is merely an example. The engine control unit 110 can change the fuel injection method of only the cylinders #2, #5 that are stop target cylinders to in-cylinder injection in the delay process of S20. That is, the engine control unit 110 can perform the delay process by changing the fuel injection method of the stop target cylinders from the intake port injection method to the in-cylinder injection method.

[0114] • In the above embodiment, the stop process is a process of stopping the fuel supply to the cylinders #2, #5 that are stop target cylinders and supplying fuel to the remaining cylinders #1, #3, #4, #6. However, this is merely an example. The stop process can be a process of stopping the fuel supply to stop target cylinders that are 2 or more cylinders among the plurality of cylinders #1 to #6 and supplying fuel to the remaining 1 or more cylinders.

[0115] • In the above-described embodiment, the engine control unit 110 executes the delay processing by changing the fuel injection mode in the stop target cylinder from the intake port injection mode to the in-cylinder injection mode. The engine control unit 110 can also execute the delay processing by maintaining the fuel injection mode in the stop target cylinder as the intake port injection mode and delaying the injection start timing of the intake port injection in the stop target cylinder. In the configuration in which the engine 10 is provided with the intake port injection valves 16R, 16L and the in-cylinder injection valves 22R, 22L, even if the intake port injection mode is maintained, the section that accepts the stop instruction can be generated. The injection start timing of the cylinders #1, #3, #4, #6 other than the stop target cylinder can be delayed or not.

[0116] • In the above-described embodiment, the engine 10 is provided with the intake port injection valves 16R, 16L and the in-cylinder injection valves 22R, 22L. However, this is merely an example. For example, it can be a configuration in which the engine 10 is provided with the intake port injection valves 16R, 16L but not provided with the in-cylinder injection valves 22R, 22L. The engine control unit 110 can execute the delay processing by maintaining the fuel injection mode in the stop target cylinder as the intake port injection mode and delaying the injection start timing of the intake port injection in the stop target cylinder. Thereby, the section that accepts the stop instruction can be generated.

[0117] • As the execution condition of the regeneration processing, it is not limited to the condition exemplified in the above-described embodiment. For example, as for the three conditions of the above-described condition (A) to condition (C), it can be that only two of them are included in the execution condition, or it can be that only one of them is included in the execution condition. Condition (A) to condition (C) can be omitted. Condition (D) can be a condition in which the current time point is advanced from the fuel injection start timing by a predetermined time in the combustion cycle of the cylinder selected as the object of the stop instruction. The predetermined time can be set taking into account, for example, the delay of the communication of the stop instruction.

[0118] • The execution purpose of the stop processing of the oxygen supply is not limited to the regeneration processing. For example, the delay processing as in the above-described embodiment can be executed in the engine 10 in which the stop processing is executed for the preheating of the three-way catalysts 32R, 32L.

[0119] • As the estimation processing of the accumulation amount DPM, it is not limited to the above-described embodiment. For example, the estimation processing can be a processing in which the engine control unit 110 estimates the accumulation amount DPM of the particulate matter 30R, 30L based on the engine revolution speed and the engine load. Figure 6The processing exemplified above. For example, the accumulation amount DPM can also be estimated based on the pressure difference of the upstream side and the downstream side of the GPF 34R, 34L and the intake air amount Ga. Specifically, in the case where the pressure difference is large, the accumulation amount DPM is estimated to be a large value compared to the case where the pressure difference is small, and even if the pressure difference is the same, in the case where the intake air amount Ga is small, the accumulation amount DPM is estimated to be a large value compared to the case where the intake air amount Ga is large. Here, in the case where the pressure of the downstream side of the GPF 34R, 34L is regarded as a constant value, the above-mentioned pressures PexR, PexL can be used instead of the pressure difference.

[0120] • The layout of the three-way catalyst 32R, 32L and the GPF 34R, 34L in the exhaust passage 30R, 30L can also be a layout in which the GPF 34R, 34L is provided on the upstream side of the three-way catalyst 32R, 32L.

[0121] • As the GPF 34R, 34L, it is not limited to a filter on which a three-way catalyst is carried, but can be only a filter. In addition, as the GPF 34R, 34L, it is not limited to being provided on the downstream side of the three-way catalyst 32R, 32L in the exhaust passage 30R, 30L. In addition, it is not necessary to have the GPF 34R, 34L as such. For example, even in the case where the post-processing device is composed only of the three-way catalyst 32R, 32L, the stop processing can be performed as described above for the preheating of the three-way catalyst 32R, 32L.

[0122] • The MG2 torque compensation processing of S28 can also be omitted.

[0123] • The stop processing of S26 can also not include the richening of the air-fuel ratio in the cylinders other than the stop target cylinder. For example, in the case of the regeneration processing of the GPF 34R, 34L, if the GPF temperature becomes high enough to be a state in which combustion of particulate matter occurs as long as oxygen is supplied, the combustion can be continued to perform the regeneration even if the richening is not performed in the stop processing.

[0124] In the above-described embodiments, the control device 500 has a CPU, a ROM, and a RAM, and executes software processing. However, this is merely an example. For example, the control device 500 can have a dedicated hardware circuit (for example, an ASIC or the like) that processes at least a part of the software processing executed in the above-described embodiments. That is, the control device 500 can be configured in any one of (a) to (c) below. (a) The control device 500 has a processing device that executes all processing in accordance with a program, and a program holding device such as a ROM that stores the program. That is, the control device 500 has a software execution device. (b) The control device 500 has a processing device that executes a part of the processing in accordance with a program, and a program holding device. Further, the control device 500 has a dedicated hardware circuit that executes the remaining processing. (c) The control device 500 has a dedicated hardware circuit that executes all processing. Here, the software execution device and / or the dedicated hardware circuit can be plural. That is, the above-described processing can be executed by a processing circuit that has at least a part of the software execution device and the dedicated hardware circuit. The software execution device and the dedicated hardware circuit included in the processing circuit can be plural. The program holding device, that is, the computer readable medium includes all available media that can be accessed by a general-purpose or a dedicated computer.

[0125] • In the above-described embodiments, the engine 10 has six cylinders #1 to #6. However, this is merely an example. The number of cylinders included in the engine 10 can be appropriately changed. For example, the engine 10 can have eight cylinders. The engine 10 can be an in-line engine, a horizontally opposed engine, or a W-engine.

[0126] • In the above-described embodiments, the vehicle has the first motor generator 52 and the second motor generator 54. However, this is merely an example. For example, the vehicle can have only one motor generator.

[0127] • As the vehicle, it is not limited to the series-parallel hybrid vehicle, and for example, can be a parallel hybrid vehicle, a series hybrid vehicle. Of course, it is not limited to the hybrid vehicle, and for example, can be a vehicle in which the power generation device of the vehicle is only the engine 10.

Claims

1. A vehicle control device, The vehicle is equipped with an internal combustion engine with multiple cylinders. The vehicle's control device includes processing circuitry. The processing circuit is configured as follows: The process of stopping the fuel supply to two or more of the plurality of cylinders and supplying fuel to the remaining one or more cylinders is executed. The action from the beginning of the expansion stroke to the end of the compression stroke constitutes a combustion cycle. Each of the plurality of cylinders repeatedly executes this combustion cycle, causing the compression top dead center to occur sequentially in each of the plurality of cylinders; and Prior to the stop process, a selection process is performed. This selection process involves selecting one cylinder from the target cylinders that serves as the stop indicator for stopping the fuel supply whenever a compression top dead center occurs in any of the cylinders that are targeted for stopping the fuel supply. The selection process involves selecting the cylinder among the target cylinders that reaches the compression top dead center at the execution time of the selection process. The crankshaft angle interval from the moment the cylinder targeted by the stop indication is selected until the cylinder targeted by the stop indication is switched to the next cylinder in the stop-target cylinders is the stopable angle interval. The stop indication for the selected cylinder is received during the combustion cycle before the fuel injection start timing and during the stopable angle interval. The processing circuit performs a delay process, which delays the start timing of the fuel injection in such a way that the start timing of the fuel injection is included in the stopable angle interval.

2. The vehicle control device according to claim 1, The internal combustion engine includes: a plurality of air intake ports respectively connected to the plurality of cylinders; a plurality of air intake injection valves respectively disposed at the plurality of air intake ports; and a plurality of in-cylinder injection valves respectively disposed at the plurality of cylinders. Each of the plurality of inlet injection valves is configured to perform inlet injection of fuel into a corresponding inlet of the plurality of inlets. Each of the plurality of in-cylinder injection valves is configured to perform in-cylinder injection, injecting fuel into a corresponding cylinder among the plurality of cylinders. The processing circuit is configured to perform the delay processing by changing the fuel injection method in the cylinder to be stopped from the intake port injection method to the in-cylinder injection method.

3. The vehicle control device according to claim 1, The internal combustion engine includes: a plurality of air intake ports respectively connected to the plurality of cylinders; and a plurality of air intake injection valves respectively disposed at the plurality of air intake ports. Each of the plurality of inlet injection valves is configured to perform inlet injection of fuel into a corresponding inlet of the plurality of inlets. The processing circuit is configured to perform the delay processing by delaying the injection start timing of the air intake injection in the stop target cylinder.

4. The vehicle control device according to any one of claims 1 to 3, The vehicle is equipped with an electric generator. The processing circuit is configured to control the internal combustion engine and the electric generator in such a way that the internal combustion engine and the electric generator cooperate to generate the output torque required by the vehicle. The processing circuit is configured to perform a compensation process, which, when the stop process is executed, also performs a compensation process via the electric generator to compensate for the reduction in the output torque of the internal combustion engine caused by the stop process.

5. The vehicle control device according to any one of claims 1 to 3, The number of cylinders is 6. The stopping process is a process of stopping the fuel supply to two of the cylinders that are the target cylinders among the plurality of cylinders and supplying fuel to the remaining four cylinders. The timing of the arrival of the compression top dead center of one of the cylinders being stopped is separated by 360 degrees from the timing of the arrival of the compression top dead center of the other cylinder. The selection process is a process of alternately selecting one cylinder from the target cylinders that serves as the stop indicator for stopping fuel supply for every 360-degree crankshaft angle. The delay process is a process that delays the fuel injection start timing in such a way that the fuel injection start timing is included in the stopable angle interval from the timing of the arrival of the compression top dead center by the 360-degree crankshaft angle earlier than the arrival of the compression top dead center.

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