JPS6285140A - Vibration reducing device for cylinder number control engine - Google Patents

Abstract

PURPOSE:To control the torque variation and prevent the vibration increase at the time of converting to a partial cylinders operation, by furnishing a pressure adjusting tank to store a gas pressure led to the halted side cylinder, and keeping the gas pressure at a specific low pressure valve, in a partial cylinders operation. CONSTITUTION:A gas pressure leading passage 21 is furnished to link to a combustion chamber 3 of the halted side cylinder 1A with an intake and an exhaust valves 10 and 11 which are kept closed by the actions of actuators 12 and 13 respectively, so as to make it possible to lead the gas pressure in a pressure adjusting tank 20 to the combustion chamber 3 at the time of partial cylinders operation. To the pressure adjusting tank 20, an atmospheric pressure leading passage 24 and a negative pressure leading passage 25 are opened respectively, and at the openings of the passages 24 and 25 to the tank 20, are furnished an atmospheric pressure lead valve 26 and a negative pressure lead valve 27, to make a pressure adjusting device 30. By controlling the valves 26 and 27 through actuators 28 and 29, the atmospheric pressure or the negative pressure is introduced to the tank 20, and the gas pressure in the tank 20 is controlled to maintain at the lowest pressure in the all cylinders operating condition.

Description

[Detailed description of the invention]

(Industrial Application Field) The present invention is directed to a cylinder malfunction engine in which the operation of some cylinders is suspended in the engine low zero load operating range to perform partial cylinder operation, and torque fluctuations are detected during the partial cylinder operation. The following section C relates to an improvement of a vibration reduction device for reducing vibrations generated due to lj. (Conventional r!i, technique) In general, when one engine is operated with a high Ω load, the fuel i1
There is a tendency for the i-expense key to move in the opposite direction. From this, it can be seen that in a multi-cylinder engine, in the high-load operating range (1 all cylinders are operated) high output is maintained, while in the low-f; By performing partial cylinder operation in which operation is stopped, the (1) of the active cylinder is relatively increased, and the overall

[An engine with a controlled number of cylinders that improves fuel efficiency in a single operating range is known. By the way, in such a cylinder number controlled engine, during partial cylinder operation, a large difference occurs between the combustion pressure of the active cylinder and the compression pressure of the idle cylinder, resulting in torque fluctuation. As the cylinder continues to operate, the gas trapped in the cylinder on the idle side moves toward the crankcase side, and its compression pressure gradually decreases, so that the -rook change ε) increases. As a result, there is a problem in that low frequency vibrations, which are not a problem during all-cylinder operation, increase. Therefore, as a technique for reducing such vibrations, as disclosed in Japanese Utility Model Application Publication No. 59-107942, the valve train structure of the intake valve of the cylinder on the idle side has been developed so that the valve timing can be changed. During partial cylinder operation, the intake valves of each cylinder on the idle side are checked at the same time near the piston bottom dead center once per engine revolution, and the cylinder interior is simultaneously compressed in multiple cylinders on the idle side, resulting in total compression of I; Partial cylinder operation is achieved by regulating the pressure at the start of compression in the idle cylinder (in other words, the gas pressure introduced into the idle cylinder) to be equal to the pressure in the active intake passage so that the pressure approaches the combustion pressure of the active cylinder. A system has been proposed that suppresses torque fluctuations at different times. (Problems to be Solved by the Invention) By the way, when switching from full-cylinder operation to partial-cylinder operation, the engine operating state changes suddenly and shifts to an extremely low negative range such as a -C-C idle state11. In this case, the combustion L1 force in the active cylinder is large and low F-(・, so1'
It is essential to suppress the Herc fluctuation by significantly reducing the compression force of the IV side cylinder, that is, the gas pressure introduced into the idle cylinder by increasing L to l'. However, in the conventional system described above, the gas pressure in the cylinder on the idle side is not reduced with good responsiveness during this transition, so there is a problem in that torque fluctuations cannot be sufficiently suppressed and vibrations increase. The present invention has been made in view of certain points, and its purpose is to provide a pressure regulating tank for storing the gas pressure introduced into the cylinder on the idle side during partial cylinder operation, and to reduce the pressure in the pressure regulating tank. 1) must be maintained at an extremely low pressure value during all-cylinder operation before switching to partial-cylinder operation. Even during a transient period where there is a sudden change towards the low load range, the gas pressure in the idle cylinder is responsively reduced in response to the sudden drop in combustion pressure in the operating cylinder, and torque fluctuations during this transient period are sufficiently suppressed. (Means for solving the problem) In order to achieve the purpose mentioned above, the solution of the present invention is to prevent an increase in labor force by suppressing the increase in labor. It has a cylinder on the idle side that is inactive, and an active cylinder that is always in operation, and during partial cylinder operation +15, the gas pressure introduced into the cylinder on the idle side is controlled so that the compression pressure of the idle cylinder is equal to the combustion pressure of the active cylinder. −) Cylinder lessons learned by moving them closer together! 2a Engine image reduction device in front 1
It's 9. In addition to providing a pressure regulating tank to store the gas pressure introduced into the cylinder on the idle side during partial cylinder operation,
A pressure regulating means is provided for regulating the gas pressure in the pressure regulating tank.Furthermore, the pressure regulating means is provided to maintain the gas 1f force in the pressure regulating tank at the lowest pressure peak value during all-cylinder operation. (Operation) With the above configuration, in the present invention, during full cylinder operation at the stage before transitioning to partial cylinder operation, the first control means The pressure regulating means is controlled, and the pressure in the pressure regulating tank is maintained at a low pressure Ilt' [corresponding to the pressure of the gas introduced into the idle cylinder at the time of one load] even during partial cylinder operation. , When switching to partial cylinder operation, the low gas pressure in the pressure regulating tank is introduced into the cylinder on the idle side even in a transient state where the engine operating state suddenly changes toward an extremely low load condition, causing the cylinder on the idle side to The gas pressure in the cylinder immediately drops to a large extent.As a result, when the combustion pressure in the working cylinder decreases due to a sudden change to an extremely low Q load state, The low force is applied with good CI5 response, allowing both pressures to almost match with high accuracy, and even when there is a sudden change to an extremely low load state, the 1-herk change is sufficiently suppressed. (Embodiment) Hereinafter, an embodiment of the present invention will be explained in detail based on the drawings. Fig. 1 relates to an embodiment of the present invention]k Indicates the overall strategy of the engine with 11q cylinders, 4 cylinders and 4 cylinders, and the engine has a flaming order of 1→
An example of what is done for cylinders 3→4→2 will be explained below. In the same figure, 1Ai is produced in the low 0 load operating range, and 1J is produced in the low 0 load operating range.
The cylinder on the idle side corresponding to the first and fourth cylinders, 1B
are active cylinders corresponding to the second and third cylinders, which are always in operation in the entire operating range of low Qvi and high load;
The cylinders 1Δ and 1B each have a combustion chamber 3 whose volume can be varied by the reciprocating movement of the piston 2. Reference numeral 4 denotes a main intake passage whose upstream end opens to the atmosphere via an air cleaner 5 and supplies intake air to each cylinder 1A, 1B, and a main intake passage 4 has a section in the middle that controls the amount of intake air. A throttle valve 6 is provided, and the downstream side of the main intake passage 4 is connected to each cylinder IAIB.
It is branched into a rest-side intake passage 4a and an active-side intake passage 4b correspondingly to each other, and communicates with the combustion chambers 3 of the corresponding cylinders 1Δ and 1B, respectively. Furthermore, 7a and 7b are intake passages on the idle side and the active side for discharging exhaust gas from the combustion chambers 3 of the cylinders 1Δ and 1B on the idle side and the active side, respectively, and 8 is disposed in each of the intake passages 4a and 4b. A fuel injection valve 9 for injecting fuel is arranged upstream of the throttle valve 6 in the main intake passage 4 and is an air valve 70 for detecting the amount of intake air.
It is ta. Reference numeral 10 denotes an intake valve disposed between each intake passage 4a, 4b and the combustion chamber 3, and 11 indicates each intake passage 7a.
, 7b is an exhaust valve ↑ disposed at the frontage to the combustion chamber 3. And, - listed in each prefecture 10 J5 and each exhaust valve 1
1 is opened and closed at predetermined timing by a valve mechanism (not shown), and performs all-cylinder operation in which all cylinders IA and 1B are activated, while the intake valve 10 and exhaust valve 11 of the cylinder 1A on the idle side are operated.
10 and 11 are respectively the driving force base pieces 10 and 11 of the tenth valve mechanism.
Intake valve stop l which interrupts the transmission to and stops the opening/closing operation of the table piece 10.11 and maintains the table piece 10.11 in the closed state.
- actuator 12 and exhaust valve stop actuator 13 are linked, and each actuator 12
, 13, the operation of the inactive cylinder 1Δ is suspended, and a partial cylinder operation is performed in which only the active cylinder 1B is activated 7J. Here, an example of the specific structure of the intake valve stop actuator 12.13 and the exhaust valve stop actuator 12.13 is shown in FIG.
3 and FIG. 3, both actuators 12
．． 13 are both incorporated into the valve stop mechanism with the same configuration,
FIG. 2 J3 and FIG. 3 show the valve stop mechanism 5 for the intake valve 10.
I accept 0. That is, a camshaft having a cam 51 corresponding to the intake valve 10? A single car shaft 53 is disposed in parallel with the foot 52, and a rocker arm 54 is supported on the rocker shaft 53.
The cam-side arm 55 that comes into contact with the cam 51 and the intake valve 1
0, and a valve side arm 56 that abuts on the valve side arm 56. Both arms 55 and 56 are supported so as to be able to move relative to each other around the rocker shaft 53, and a selector 59 that includes a plunger 57, a lever member 58, etc.
The selector 59 is configured to be switchable between a connected state and a non-connected state, and an actuator ball 12 for switching the selector 59 is connected to the selector 59. Therefore, when the actuator 12 is not activated, the selector 59 causes the cam side arm 55 and the valve side arm 56 to be in a connected state, and the swinging of the cam side arm 55 due to the rotation of the cam 51 is transmitted to the valve side arm 56. On the other hand, when the actuator 12 is operated, both arms are disconnected by the five selectors, and the cam 51 is opened and closed.
However, the swinging of the arm 55 due to the rotation of the valve 1 rule 7
The opening/closing operation of the intake valve 10 is not transmitted to P.
1. P + so that the intake valve 10 is held in the closed state by the valve spring 60; The valve stop mechanism for the I[temperature 11] has a similar configuration. This is a pressure regulating tank that stores the gas pressure introduced into J5 (, 20 is the rest stiffness 12 during partial cylinder operation) 1△ in such a cylinder number control engine, and the jl'l pressure - nonk 2
0, the intake passage on the stop side='4a, etc. are provided separately and independently, and are communicated with the combustion chamber 3 of the cylinder 1Δ on the stop side via the gas pressure introduction passage 21. Between the gas pressure introduction passage 21 and the combustion chamber 3, a gas pressure introduction passage 22 for opening and closing the gas pressure introduction passage 21 is provided.
The gas pressure introduction valve? 22 has an actuator 23 for connecting the gas pressure introduction valve 22 to the intake fi P71 during partial cylinder operation. 5. It is configured so that the gas pressure in the pressure regulating tank 20 is introduced into the combustion chamber 3 of the idle cylinder 1△ by opening the gas pressure introduction valve 22 due to the operation of the actuator 23 for if HrR input. Here, in the case of a 4-stroke, 4-cylinder engine with cylinders in which the ignition order is 1→3→4→2, the valve circumference between the gas pressure introduction valves 22 is set to 1 for each cylinder on the idle side of the 1st and 4th cylinders. The gas pressure introduction valve 22 of △ is set to open every 360'', and as mentioned above, the total maximum compression pressure that is the sum of the maximum compression pressures of each idle cylinder 1A is the maximum compression pressure of each active cylinder 1B. 24 has one end connected to the throttle valve 6- in the main intake passage 4.
The other end is the pressure regulating tank 201. :The atmospheric pressure introduction passage 25 opens to introduce atmospheric pressure into the pressure regulating tank 20, and one end thereof is connected to a vacuum pump 31 driven by an engine or the like, and the other end is connected to the pressure regulating tank 20 (110) to regulate the pressure. A negative pressure introduction passage that introduces the negative pressure of the vacuum pump 31 into the tank 20, and a normally closed atmospheric pressure passage that opens and closes the atmospheric pressure introduction passage 24 at the frontage of the atmospheric pressure introduction passage 24 to the pressure regulating tank 20. Introductory piece 2G is arranged, and
A 9-pressure introduction valve 27 that opens and closes the negative pressure introduction passage 25 is disposed in the first part of the angular pressure introduction passage 25 (interval to the tank 20). Furthermore, each of the introduction valves 26.27 has an actuator 2 that opens and closes each introduction valve 26.27.
8.29 are connected, and each actuator f-1 eta 28
．． 29 opens and closes each of the introduction valves 26 and 27 to introduce atmospheric pressure or negative pressure into the pressure regulating tank 20.
IIIL constitutes a pressure regulating means 30 which regulates the gas pressure in the pressure regulating tank 20, that is, the gas pressure introduced into the idle cylinder 1A during partial cylinder operation. On the other hand, 40 is a rotational speed sensor that detects the engine rotational speed NE due to the ignition port from the even radiator coil 14;
Reference numeral 1 denotes an intake pressure sensor that is disposed in the working side intake passage 4b and detects the intake pressure PA of the working cylinder 1B. Both sensors 40 and 41 detect the engine speed NE and the intake pressure of the working cylinder 1B. Based on PA, the maximum combustion pressure of the operating cylinder 1B is determined. Also, 4
Reference numeral 2 denotes a gas pressure sensor that detects the gas pressure (PB) in the pressure regulating tank 20. The outputs of these sensors 40 to 42 are transmitted to the actuators 12, 13, 23, 28 for the intake valve stop, exhaust valve stop, gas pressure introduction valve, atmospheric pressure introduction valve, and negative pressure introduction valve. It is possible to input the information to a control unit 45 comprising a CPU or the like as a control means for controlling the operation of the 29. Next, the operation of the control unit 45 will be explained with reference to the flowchart of FIG. In addition to inputting the signal of the intake pressure PA of cylinder 1B, the signal of flag 1 during partial cylinder operation and the engine cooling water WTw are input.
After inputting signals such as (engine warm pox), it is determined from these signals whether or not partial cylinder operating conditions are satisfied in step S2. If this judgment is NO, then
In step S3, it is determined whether or not all cylinders are in operation, and when the answer is No that all cylinders are not in operation, it is determined that it is time to switch from partial cylinder operation to all cylinder operation, and in step S4, the idle cylinder 1△ A return signal is output to the intake valve stop and exhaust valve stop actuators 12.13 to open and close the intake valve 10J3 and exhaust valve 11, and the gas pressure is introduced to maintain the gas pressure introduction valve 22 in the closed state. A "stop" signal is output to the valve actuator 1 and 23, and further, in step S5, the 0 pressure introduction valve 27 of the pressure regulating tank 20 is set to 11.
(1) Actuator f-coder 2 for introducing negative pressure to activate
A quantity valve signal is output to 9, and 1 pressure from the vacuum pump 31 is introduced into the pressure regulating tank 20, and the process ends. On the other hand, in the case of YES (all cylinders) are in progress, the process ends immediately. On the other hand, if the determination in step S2 is YES, which is 1 due to the formation of n during partial cylinder operation, the next step S
6 determines whether partial cylinder operation is in progress and indicates that partial cylinder operation is in progress.
c<'; When No, (1) It is determined that there is a time to switch from full cylinder operation to partial cylinder operation, and in step S7, between the intake valve 10J3 and the exhaust valve 11 of the 1L open cylinder '1△ A stop signal is output to the intake valve stop actuator and exhaust valve stop actuator 12 to 13 to stop the opening, and the gas pressure introduction valve 22 is opened every certain period of time (360" in the case of a 4-cylinder engine). An actuation signal is output to the actuator 23 for the gas pressure introduction valve so as not to actuate, and further step S
At 8, a valve closing signal is sent to the negative pressure introduction valve actuator 29 to temporarily close the negative pressure introduction valve 27 of the pressure regulation tank 20, and the introduction of 9 pressure into the pressure regulation tank 20 is temporarily stopped. Thereafter, if the determination in step S6 is YES indicating that the partial cylinder operation is in progress, the process proceeds to the next step S9. Next, step S! 1, the target gas pressure value Peo to be regulated in the pressure regulating tank 20 is determined. This target gas pressure fi (IPea is the operating CJ side cylinder 1B
Based on the intake pressure PA and engine speed tjlNE, the maximum compression pressure of the entire deactivated cylinder 1Δ at the end of the compression stroke of the deactivated cylinder 1A is the combined maximum compression pressure of the 1st cylinder and the 4th cylinder. ) is each operating cylinder IB (
Peo = f (P^, NE) so that it is equal to the maximum combustion pressure of the second or third cylinder), so 1-
) of the idle side cylinder J゛1 compared to the one that covers the maximum compression pressure.
/' 2 low [goal (direct 'C completed, from this,
1 ABOMP etc. are not required, and the target gas pressure value Peo is sufficiently covered by adjusting the introduction of atmospheric pressure and intake negative pressure. There are advantages to doing so. Then, the target gas n [force 1 rectification Pl: IO
According to the target gas pressure Pe of the pressure regulating tank 20 (direct P
Feedback control is used below to achieve BQ. After inputting the month of the gas pressure P13 in the pressure regulating tank 20 from the gas pressure sensor 42 in step S+6, in step 3o, the target gas pressure (1αP80 and the actual gas pressure PB ff1PI3o It is determined whether or not -Pe1 is within the i'F adjustment error Δρ. If this determination is YES, lPeo-P81≦ΔP, it is a minute difference within the allowable adjustment error ΔP, and reasing has occurred. On the other hand, if the above determination is No for lPs o −Pa1>ΔP, then in step S+2, the control is immediately terminated.
Compare and determine the magnitude of the measured gas pressure Pe and Ps o
> When PB is YES, a valve opening signal is output to the atmospheric pressure introduction valve actuator 28 to open the atmospheric pressure introduction valve 26 for a minute period in step S13, while N of PBo≦Ps
o, in step 314, a valve opening signal is output to the two pressure introduction valve actuators to open the 9 pressure introduction valve 27 for a minute period, and the process is repeated to each step S Ll+ to open the pressure regulation tank 20. Target value P of gas pressure Ps of
The difference with aO is made to fall within the allowable 5f adjustment: f4 difference ΔP. In the above flow, immediately after returning to full cylinder operation in step S5, the negative pressure of the vacuum pump 31 is continued to be introduced into the pressure regulating tank 20, and the gas pressure in the pressure regulating tank 20 is controlled by partial cylinder operation. A low negative pressure value (corresponding to the introduced gas pressure of the stop side cylinder 1A at the lowest load of
A control means 46 is configured to control the pressure regulating means 30 so as to maintain the pressure at a certain pressure value. Therefore, in the above embodiment, during partial cylinder operation, the control unit 45 controls the pressure regulating means 30 to i.
l+'J is controlled, the gas pressure P8 in the pressure regulating tank 20 is adjusted to determine the maximum combustion pressure in the working cylinder 1B based on the engine rotation @NE and the intake pressure P8 in the working cylinder 1B on the J side. The goal set! The pressure is adjusted to ia P gO. As a result, the J13 high compression pressure gradient at the end of the compression stroke for each 360° of each idle cylinder 1Δ (1st cylinder and 4th cylinder) is as shown in Fig. 5 (a) and (d). The pressure value of the maximum soot of the side cylinder 1B (second cylinder and third cylinder) is approximately 1.2 (see (b) and (C) in the same figure), and each of these idle side cylinders 1 Combining the maximum compression pressure of △, the overall maximum of 1360°tυ [1]
As shown in the figure (e), the compression force is the operating stiffness f? ilB's I
T'! 1ill to be equal to high combustion pressure
13II. As a result, the gas pressure in the pressure regulating tank 20, which has been regulated as described above, is transferred to the idle cylinder 1△.
When the engine is turned on, the maximum pressures of the active cylinder 1B and the idle cylinder 1A at each cycle are approximately the same, as shown in FIG. It is possible to reduce vibration. However, during the full cylinder operation in the Off stage, which replaces the partial cylinder operation as shown in section h, the pressure regulating means 30 is controlled in advance by means 46 of J's Co., Ltd., and negative pressure is created in the pressure regulating tank 20. By opening the introduction valve 27, the par 1 = neem pump 31
, the gas pressure in the pressure regulating tank 20 is maintained at a low negative pressure field (pressure value) corresponding to the gas pressure introduced into the idle cylinder 1A at the lowest load in partial cylinder operation. As a result, when switching from full-cylinder operation to partial-cylinder operation, the pressure regulating tank can The gas pressure Pa of 20 is regulated in a very short time with respect to the extremely low target (direct Peo), and the gas pressure in the idle cylinder 1A is quickly reduced. The gas pressure Ps is introduced into the idle cylinder 1A as the combustion pressure of the active cylinder 1B drops significantly due to a sudden change in the load state.
The compression pressure of the cylinder 1B on the active side also decreases in a responsive manner, and the maximum combustion pressure of the cylinder 1B on the active side and the maximum compression pressure of the entire cylinder 1A on the idle side almost match, resulting in a sudden change to this extremely low load state a''t'
The 1 to 1 torque change VJ of r is also sufficiently suppressed, which prevents an increase in withdrawals and reduces vibration. Also, during partial cylinder operation, the engine is introduced into the idle cylinder 1 To regulate the gas pressure 1B, the /i3 high combustion pressure of the working cylinder 1B is determined based on the engine speed INE and the intake pressure ρA of the working cylinder 1B, and the determined maximum combustion pressure is adjusted. The engine t which determines the combustion pressure is
) It is not affected by factors such as load, ignition timing, air-fuel ratio, EGR rate, etc., and is not affected by factors that change over time such as gas leakage or ignitability. By pressure control, the maximum pressures of the active cylinder 1B and the idle cylinder 1A can be controlled to match with great precision.
The torque fluctuation can be further suppressed, and vibration can be further reduced. In addition, in the above embodiment, the maximum compression pressure as a whole obtained by combining the R high compression pressures of the first cylinder and the fourth cylinder at every 360° of each deactivated cylinder 1A is equal to the maximum combustion pressure of the active cylinder 1B. Since it is made to be equal, the gas pressure regulated in the pressure regulating tank 20 is approximately 1/2 the lower pressure value '? compared to the case where 720°fυ is supplied by one cylinder 1△ on the inactive side. As a result, it is possible to adjust the intake port pressure generated in the engine and the atmospheric pressure by J:, and the structure can be simplified, such as by eliminating the need for an air pump. <Modifications> The present invention also includes the following modifications of the embodiments described above. ■ In the embodiments described above, the gas pressure in the pressure regulating tank 20 is Control Ut+ to an extremely low 0 pressure value in advance?
In addition, a vacuum tank was installed downstream of the throttle valve 6 in the main intake passage 4, which communicated with the main intake passage 4 via a one-way valve. The intake negative pressure downstream of the throttle valve 6 may be introduced and stored, and this negative pressure may be introduced into the pressure regulating tank 20 during all-cylinder operation. ■ The opening period of the gas pressure introduction valve 22 for pressure regulation in the cylinder 1A on the idle side is set to 720°1υ in the case of 4 cylinders, and The pressure may be regulated by predictive control so that the maximum compression pressure of each cylinder 1A, not the entire 1A, is equal to the maximum combustion pressure of the working side cylinder 1B.In this case, the gas pressure of the pressure regulation tank 20 is Since the pressure is about 2f8 higher than in the above embodiment, an air pump is interposed in the atmospheric pressure introduction passage 24 to guide a pressure higher than atmospheric pressure from the atmospheric pressure introduction passage 24 to the pressure regulating tank 20. By this,
It is preferable to improve the responsiveness of pressure regulation. Q) Gas number J5 in the cylinder 1△ on the idle side: No need for the intake valve 22 and its intake valve 101? It may also be used for stirring. In this case, the other end of the gas pressure introduction passage, one end of which communicates with the pressure regulating tank 20, is connected to the side intake passage 4a, and this connection part-1 is connected to the (A positive side intake passage 48) of the flow.
A first switching valve is installed in the gas 0:conductor passage, and a second switching valve is installed in the gas 0:conductor passage.When operating on all cylinders, the first switching valve is closed and the second switching valve is closed. While supplying intake air from the side intake passage 4a, during partial cylinder operation, the first switching valve is closed and the second FJJjI
Valve A is closed, and the gas pressure in the pressure regulating tank 20 is introduced into the idle cylinder 1A using the gas pressure introduction passage and a portion of the idle air intake passage 4a. Furthermore, the idle side cylinder 1A
The intake valve 1° of the engine is variably controlled by its actuator so that it opens during the intake stroke during full cylinder operation, and opens only in the latter half of the intake stroke for pressure regulation during partial cylinder operation. do it. ■ In the above embodiment, the maximum combustion pressure of the working cylinder 1B is determined based on the intake pressure PA of the working cylinder 1B and the engine speed NE, and the gas pressure in the pressure regulating tank 20 is prospectively controlled. Instead of this, the crank angle and its angular speed r
The angular velocity fluctuation, that is, the torque fluctuation, of each cylinder on the idle side and the operating side may be detected based on the jt fluctuation, and feedback control of the gas pressure in the pressure regulating tank 20 may be performed so that the two coincide. In other words, the combustion pressure of the active cylinder 1B and the compression pressure of the idle cylinder 1A each act on the crankshaft as a moment, which causes angular velocity fluctuations in the crankshaft, and also causes the movement of the active cylinder 1B and the body J.
J: There is a time difference in the timing at which the side air open cylinder and the angular velocity fluctuation occur greatly, that is, the timing at which the maximum pressure is generated.
In the case of cylinders, it alternates every 180 degrees of crank angle. From this, a crank angle sensor that detects the crank angle,
An angular velocity sensor that detects the angular velocity fluctuation of the crankshaft is provided, and the output signals of these sensors are inputted to the control unit 45, and the angular velocity fluctuation (torque fluctuation) of the crankshaft corresponding to the maximum combustion pressure of the operating air conditioner 11B is detected. The angular velocity fluctuation (torque fluctuation) of the crankshaft corresponding to the maximum compression pressure of the entire inactive cylinder 1A is determined, and the pressure regulation in the pressure regulating tank 20 is feedback-controlled so that both angular velocity fluctuations are equal. . In addition, instead of the above-mentioned crank angle sensor and angular velocity sensor, the combustion pressure of the active cylinder 1B and the idle air adjustment! A pressure sensor is provided that directly detects the compression pressure of 11A, and from these, the maximum combustion pressure of the active cylinder 1B and the maximum compression pressure of the entire idle cylinder 1A are calculated, and the pressure is adjusted by feedback control so that the two agree. You may also do this. ■ During partial cylinder operation, the maximum combustion pressure of the operating cylinder 1B is equal to that of the entire idle cylinder 1A! Although the high pressure and the high pressure are set to be equal to each other, the compression pressure of the idle cylinder 1A may be simply brought closer to the combustion pressure of the active cylinder 1B. (2) In the above embodiment, the case of a four-cylinder engine was described, but it can be similarly applied to other multi-cylinder engines. In addition, the number of intake and exhaust valves can be applied to various known types such as a four-valve type in addition to the two-valve type described above, and the structures of the intake system and exhaust system are not particularly limited. (Effects of the Invention) As explained above, according to the vibration reduction device for a cylinder number controlled engine of the present invention, a pressure regulating tank is provided to store the gas pressure introduced into the cylinder on the idle side during partial cylinder operation, and the pressure is adjusted. The gas pressure in the pressure tank is maintained in advance at a low pressure value that corresponds to the gas pressure introduced into the idle air adjustment MIA at the lowest load in partial cylinder operation during all cylinder operation. To improve the responsiveness of pressure regulation in the pressure regulating tank even when switching from to partial cylinder operation or when there is a sudden change to an extremely low load state, and to sufficiently suppress torque fluctuations at that time to prevent an increase in vibration. This makes it possible to reduce vibration.

[Brief explanation of drawings]

The drawings illustrate an embodiment of the present invention, and FIG. 1 is a schematic diagram of the overall configuration, FIG. 2 is a plan view of the valve stop mechanism, and FIG. 3 is a cross-sectional view taken along Figure 4 is a flowchart explaining the operation of the control unit, and Figure 5 (a)
) to (f) are explanatory diagrams showing pressure changes in the first to fourth cylinders, the entire deactivated cylinder J'3, and all cylinders, respectively. 1A...Cylinder on the idle side, 1B...Cylinder on the operating side, 4a.
...Intake passage on the idle side, 4b...Intake passage on the operating side, 6.
... Throttle valve, 10... Intake valve, 11... Exhaust valve, 20... Pressure adjustment tank, 21... Gas pressure introduction passage, 22... Gas pressure introduction valve, 27... Negative Pressure introduction valve, 3
0... Pressure regulating means, 31... Vacuum pump, 45
... control] call unit, 46... control means. 1521.j Figure 3 Figure 2 - Procedural amendment (method) February 24, 1985 1. Display of the case 1985 Patent Application No. 225378 2. Name of the invention Number of cylinders fjl U-engine 1st rib reduction device 3, relationship with the case of the person making the correction Patent applicant address: 3f T1, Ichichi, Fuchu-cho, Aki-gun, Hiroshima Prefecture
Name (313) Mazda Motor Corporation Representative Ken Yamamoto - 4, Agent 550 Den 06 (4,45) 2128
Address: Taihei Building, 1-4-8 Utsubohonmachi, Nishi-ku, Osaka Name: Patent Attorney (7793) 1) Ko 5
Date 7 of the amendment order, page 26, line 17 to line 19 of the statement of contents of the amendment,
Figures (a) to (f) are explanatory diagrams showing (omitted), respectively. J is replaced by [Figure 5 is an explanation of the pressure changes in the cylinders]. ”. that's all

Claims (1)

[Claims] (1) Equipped with a deactivated cylinder that stops operating in the low-load operating range and an active cylinder that is constantly activated, and controls the gas pressure introduced into the deactivated cylinder during partial cylinder operation to adjust the combustion pressure of the active cylinder. A vibration reduction device for an engine that controls the number of cylinders so that the compression pressures of cylinders on the idle side are brought close to each other, includes a pressure regulating tank that stores gas pressure introduced into the cylinder on the idle side during partial cylinder operation, and a pressure regulating tank that regulates the gas pressure in the pressure regulating tank. A number-of-cylinders control engine characterized by comprising a pressure regulating means and a control means for controlling the pressure regulating means so as to maintain the gas pressure in the pressure regulating tank at the lowest pressure value during all cylinder operation. Vibration reduction device.