JPS6285141A - Vibration reducing device for cylinder number control engine - Google Patents

Abstract

PURPOSE:To reduce a shock at the time when the engine returns from a partial cylinders operation to the all cylinders operation, by opening the intake valve after reducing the pressure in the halted side cylinder by opening the opening valves of the atmospheric side opening passages except the fuel feeding passage at the halted side cylinder in such a return to the all 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, in order to make it possible to introduce the gas pressure in a pressure adjusting tank 20 to the combustion chamber 3 in a partial cylinders operation. In such am composition, the gas pressure in the halted side cylinder 1A is increased and the compression pressure therein is made to approach the combustion pressure of the operating side cylinder 1B. And when the returning time from the partial to the all cylinders operation is detected, the exhaust valve (that is, the opening valves of the atmospheric side except the halted side intake passage 4a being a fuel feeding passage) is opened before the intake valve 10 is opened, to reduce the pressure in the halted side cylinder 1A.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention provides a cylinder number control engine in which operation of some cylinders is stopped in a low engine load operating range to perform partial cylinder operation. The present invention relates to an improvement of a vibration reduction device for reducing vibrations generated due to torque fluctuations during operation.

(Prior art) In general, when an engine is operated with a high orifice, the fuel 'a'
Yellow rate tends to improve. For this reason, in a multi-cylinder engine, in high-load operating ranges, all cylinders are activated to ensure high output, while in low-load operating ranges, some cylinders are stopped in partial-cylinder operation. By doing this, the load on the active cylinder is relatively increased, and the overall fuel efficiency in the low-load operating range is improved.
Control engines are known.

By the way, in such a control engine, during partial cylinder operation, there is a difference in torque between the combustion pressure of the active cylinder and the compression pressure of the idle cylinder, causing torque fluctuations. This difference is caused by the continuation of partial cylinder operation, as the gas trapped in the cylinder on the body J1 side blows by to the crankcase side, and its compression pressure gradually decreases. . As a result, there is a problem in that the low-frequency one-stroke motion, which is not a problem during all-cylinder operation, increases.

For this reason, as a technique for reducing such Ti motion, as disclosed in Japanese Utility Model Application Publication No. 156134/1982, the amount corresponding to the blow-by gas of the cylinder on the idle side due to partial cylinder operation is At the same time, the intake passage is divided into active and inactive cylinders so that the compression pressure in the inactive cylinder approaches the combustion pressure in the active cylinder, depending on the engine load condition. Accordingly, the pressure in the intake passage on the idle side (in other words, the gas pressure introduced into the cylinder on the idle side) is adjusted at a fixed ratio to the pressure in the intake passage on the active side, thereby suppressing torque fluctuations during partial cylinder operation. It has been proposed that

(Problem to be Solved by the Invention) By the way, when returning from partial cylinder operation to full cylinder operation, the operation of the cylinder on the idle side is smoothly restored, and the combustion state in the cylinder on the idle side is quickly changed to the operating side. It is preferable to make the combustion state substantially match the combustion state of the cylinders, since it is possible to return to full-cylinder operation without torque shock. However, in the conventional system described above, when the operation of the inactive cylinder is restored, the high-pressure gas that had been trapped in the inactive cylinder until then flows out into the fuel supply passage as the intake valve opens. Due to the outflow of this high-pressure gas, the fuel supplied to the cylinder on the idle side is blown back, and the air-fuel ratio becomes lean. Moreover, in the next cycle, the blown back fuel is sucked into the idle cylinder and the air-fuel ratio becomes rich, resulting in a gap between the idle cylinder and the active cylinder immediately after returning to full cylinder operation. There is a problem in that combustion variations occur and unpleasant torque shock occurs.

The present invention has been made in view of the above, and its purpose is to reduce the in-cylinder pressure of the cylinder on the idle side and then open the intake valve when returning to full cylinder operation. This prevents fuel from blowing back into the idle cylinder, suppressing combustion variations between the idle cylinder and the active cylinder, and thus causing unpleasant torque shock when returning to full cylinder operation. The goal is to prevent

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention includes a dormant cylinder that stops operating in a low-load operating range and an active cylinder that constantly operates. This assumes a cylinder number control engine vibration reduction device that increases the gas pressure in the idle cylinder during cylinder operation to bring the compression pressure of the idle cylinder closer to the combustion pressure of the active cylinder. a return time detection means for detecting the time of return to cylinder operation, and a release valve of a passage opened to the atmosphere other than the fuel supply passage in the cylinder on the idle side, which receives the output of the return time detection means, before the intake valve. The structure includes an in-cylinder pressure reducing means that operates to open the cylinder.

(Function) With the above configuration, in the present invention, when returning from partial cylinder operation to full cylinder operation, the open valve to the atmosphere side excluding the fuel supply passage of the cylinder on the idle side opens prior to the intake valve. First, the in-cylinder pressure of the cylinder on the idle side is reduced. As a result, even if the intake valve of the deactivated cylinder is subsequently opened, the gas flow from the deactivated cylinder to the fuel supply passage does not occur, and the fuel is smoothly sucked into the deactivated cylinder. The combustion conditions between the cylinder and the active cylinder can be almost matched,
Therefore, unpleasant torque shock is prevented from occurring when returning to full-cylinder operation, and the ride comfort of heavy vehicles is improved.

<Example> Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 shows the overall schematic configuration of a cylinder number control engine equipped with a vibration reduction device according to an embodiment of the present invention, and shows a 4-cycle 4-cycle
An example will be given of a cylinder engine in which the ignition order is 1 → 3 → 4 → 2 for cylinders.

In the same figure, 1A is the first valve that stops operating in the low load operating range.
1B is a cylinder on the idle side corresponding to the 4th cylinder, 1B is a cylinder on the active side corresponding to the 2nd and 3rd cylinders that are constantly operated in all operating ranges of low load and high load, and each cylinder 1△, 1B is a piston. It has a combustion chamber 3 whose volume can be varied by the reciprocating movement of the combustion chamber 2. 4 is a main intake passage whose upstream end opens to the atmosphere via an air cleaner 5 to supply intake air to each cylinder IA, 1B, and a main intake passage 4 has a section in the middle that controls the amount of intake air. A valve 6 is disposed, and the downstream side of the main intake passage 4 is branched into a rest-side intake passage 4a and an active-side intake passage 4b corresponding to each of the cylinders 1A and IB. The combustion chamber 3 of the cylinder 1Δ and IB communicates with each other. Also, 7a and 71) are respectively body 1
Inactive and active side exhaust passages for discharging exhaust gas from the combustion chambers 3 of the cylinders 1A and 1B on the active side; 8
Reference numeral 9 indicates a fuel injection valve disposed in each intake passage 4a, 4.1) for injecting and supplying fuel, and numeral 9 indicates an air flow meter disposed upstream of the throttle valve 6 in the main intake passage 4 for detecting intake air m.

Further, 10 is an intake valve arranged at the frontage of each intake passage 4a, 4b to the combustion chamber 3, and 11 is an exhaust valve arranged at the frontage of each exhaust passage 7a, 7b to the combustion chamber 3. be. Each of the intake valves 10 and each exhaust valve 11 is opened and opened at predetermined timing by a valve mechanism (not shown) to perform an all-cylinder operation in which all cylinders 1Δ and 1B are activated, while the cylinder 1A on the idle side is operated. The intake valve 10 and the exhaust valve 11 are each configured to cut off the transmission of the driving force of the valve mechanism to the joint valve 10.11 and stop the opening/closing operation of the joint valve 10.11.
An intake valve stop actuator 12 that maintains the valve in a closed state.
and an exhaust valve stop actuator 13 are linked to each other, and by the operation of each actuator 12.13, the operation of the inactive cylinder 1A is stopped, and a partial cylinder operation is performed in which only the active cylinder 1B is operated. It is composed of

Here, an example of a specific structure of the intake valve stop actuator and exhaust valve stop actuator 12.13 will be described in detail with reference to FIGS. 2 and 3.
13 are both incorporated in a valve stop mechanism having the same configuration, and FIG. 2 j5 and FIG. 3 show a valve stop mechanism 50 for the intake valve 10.
shows. That is, a rocker shaft 53 is disposed parallel to a camshaft 52 having a cam 51 corresponding to the intake valve 10, and a rocker arm 5 is attached to the rocker shaft 53.
4 is supported, and the rocker arm 54 is divided into a cam-side arm 55 that abuts the cam 51 and a valve-side arm 56 that abuts the intake valve 10. Both arms 55 and 56 are supported so as to be movable relative to each other around the rocker shaft 53, and can be switched between a connected state and a non-connected state by a selector 59 composed of a plunger 57, a lever member 58, etc. has been
The selector 59 is connected to an actuator 12 that switches between the five selectors. Therefore, when the actuator 12 is not in operation, the cam side arm 55 and the valve side arm 56 are brought into a connected state by the selector 59.
The swing of the cam-side arm 55 accompanying the rotation of the cam 51 is transmitted to the valve-side arm 56 to open and close the intake valve 10. On the other hand, when the actuator 12 is operated, both arms are disconnected by the five selectors, and the cam 51 is not transmitted to the valve side arm 56, and the opening/closing operation of the intake valve 10 is stopped.
is held in a closed state by a valve spring 60. Note that the valve stop mechanism for the exhaust valve 11 has a similar configuration.

In such a cylinder number controlled engine, reference numeral 20 denotes a pressure regulating tank that stores the gas pressure introduced into the pause open air rPlIA during partial cylinder operation, and the pressure regulating tank 20 is independent from the pause opening side intake passage 4a. The combustion chamber 3 is connected to the combustion chamber 3 of the deactivated cylinder 1A via a gas pressure introduction passage 21. Opening of the gas pressure introduction passage 21 to the combustion chamber 3]
A gas pressure introduction valve 2 that opens and closes the gas pressure introduction passage 21 is provided at this part.
2 is provided, and the gas pressure introduction valve 22 is connected to a gas pressure introduction valve actuator 23 that opens the gas pressure introduction valve 22 quickly during the intake stroke during partial cylinder operation. At the time, the actuator 23 for the gas pressure introduction valve
The gas pressure in the pressure regulating tank 20 is introduced into the combustion chamber 3 of the idle cylinder 1A by opening the gas pressure introduction valve 22 due to the operation of the cylinder 1A. At this point, connect the gas pressure introduction valve 2.
In the case of a 4-cycle 4-cylinder engine with cylinders in which the ignition order is 1→3→4→2, the valve opening period of No. 2 is 360 degrees.
The valve is set to open every 1°, and as described later, the maximum compression pressure as a sum of the maximum compression pressures of each inactive cylinder 1△ is set to be equal to the maximum combustion pressure of each operating cylinder 1B. ing.

Reference numeral 24 denotes an atmospheric pressure introduction passage whose one end opens upstream of the throttle valve 6 of the main intake passage 4 and whose other end opens into the pressure regulating tank 20 to introduce atmospheric pressure into the pressure regulating tank 20; The atmospheric pressure introduction passage 24 is a mouth pressure introduction passage which opens downstream of the throttle valve 6 of the main intake passage 4 and whose other end opens into the pressure regulation tank 20 to introduce negative intake pressure into the pressure regulation tank 20.
An atmospheric pressure introduction valve 26 for opening and closing the atmospheric pressure introduction passage 24 is disposed at the opening to the pressure regulating tank 20, and
A negative pressure introduction valve 27 for opening the negative pressure introduction passage 25 is disposed at the opening of the negative pressure introduction passage 25 to the pressure regulating tank 20 . Further, each of the introduction valves 26.27 is provided with an actuator 28.28 for opening and closing each introduction valve 26.27.
29 are connected, each actuator 28.29
The introduction valves 26 and 27 are opened and closed by the operation of the pressure regulating tank 20 to introduce atmospheric pressure or (1 pressure)
A pressure regulating means 30 is configured to regulate the gas pressure in the pressure regulating tank 20, that is, the gas pressure introduced into the idle cylinder 1A during partial cylinder operation.

Further, 31 is a throttle opening control actuator that controls the opening of the throttle valve 6, and the throttle opening control actuator 31 operates from a 9 partial cylinder operation in which the inactive cylinder 1A starts operating from a stopped state to a full cylinder operation. When returning to operation, the intake air amount does not suddenly increase or change due to the increase in the number of operating cylinders from 2 to 4 cylinders.
This is for controlling the opening degree of the throttle valve 6 to decrease independently of the accelerator pedal.

On the other hand, 40 is a rotational speed sensor that detects the engine rotational speed NE based on the number of ignitions from the ignition coil 14;
Reference numeral 1 denotes an intake pressure sensor 40 and 41, which is disposed in the working side intake passage 4b and detects the intake pressure PA of the working cylinder 1B. The maximum combustion pressure of the operating cylinder 1B is determined based on the pressure PA. Further, 42 is a gas pressure sensor that detects the gas pressure P8 in the pressure regulating tank 20, and 43 is an intake valve return confirmation that confirms the return of operation of the intake valve 10 of the idle cylinder 1A based on the operating state of the intake valve stop actuator 12. Similarly, the switch 44 for shutting down the cylinder 1A on the idle side depends on the operating state of the actuator 13 for stopping the exhaust valve.
This is an exhaust valve return confirmation switch that confirms that the operation of the exhaust valve 11 has returned to normal. The outputs of these sensors and switches 40 to 44 are for the intake valve stop, the exhaust valve stop, the gas pressure introduction valve, the atmospheric pressure introduction valve, the negative pressure entry valve, and the throttle valve. Actuator 12.13,2
3.28.29.A control unit (-45) consisting of a CPU and the like serves as a υj control means for controlling the operation of 3.28.29.31.

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 B, the signal of the flag i during partial cylinder operation and the engine cooling water mTw (
After inputting the engine temperature signal etc., step S
At step 2, it is determined from these signals whether the partial cylinder operating condition is satisfied. If this determination is YES, indicating that the partial cylinder operation condition is satisfied, it is determined in the next step S3 whether the partial cylinder operation is in progress, and if it is No, the partial cylinder operation is changed from the full cylinder operation to the partial cylinder operation. It is determined that it is time to switch the intake valve 1 of the cylinder 1A on the idle side in step S4.
intake valve stop actuator and exhaust valve stop actuator 12.13 to stop the opening/closing operation of 0 and exhaust valve 11;
(No. 8 exits)] and the gas pressure introduction valve 22
After outputting an activation signal to the gas pressure introduction valve acticoator 23 to open the valve at regular intervals (every 360'' in the case of 4 cylinders), if the determination in step S3 is YES indicating that partial cylinder operation is in progress. At the same time, the process proceeds to the next step S5.

Next, in step $5, a target gas pressure value Peo to be regulated in the pressure regulating tank 20 is determined.

This target gas pressure value Peo is determined based on the intake pressure PA of the operating cylinder 1B and the engine speed NE.
The maximum compression pressure of the entire inactive cylinder 1A (the sum of the maximum compression pressures of the first cylinder and the fourth cylinder) at the end of the compression stroke of A is the same as that of each active cylinder 1B (second or third cylinder).
Peo −f to be equal to the maximum combustion pressure of the cylinder)
(PA, Nε), and the target value is 1/2 lower than that of a system in which the maximum compression pressure horn is covered by one cylinder on the idle side. Therefore, there is no need for an air pump, etc., and the atmospheric pressure There is an advantage that the target gas pressure value PE10 can be sufficiently covered by adjusting the introduction of the intake pressure and the intake negative pressure.

And the target gas pressure value Ps calculated above.

Based on the target gas pressure Pa of the pressure regulating tank 20 (direct P
Feedback control is then performed so that so. That is, after inputting the signal of the gas pressure Pa in the pressure regulating tank 2o from the gas pressure sensor 42 in step S6, in step S7 the difference between the target gas pressure mp80 and the actual gas pressure Pe is determined to be the allowable adjustment. It is determined whether the error is within the error Δρ.

If this determination is YES that 1Pso-Pal≦ΔP, it is a minute difference within the allowable adjustment error Δρ, and the control is automatically terminated from the viewpoint of preventing the occurrence of surging. On the other hand, if the above determination is NO of 1Peo-P81>ΔP, the target 1mPso and the actual gas pressure Ps are further compared and determined in step S8, and when Peo>Pa is YES, the atmospheric pressure inlet valve is opened in step S9. A valve opening signal is output to the atmospheric pressure introduction valve actuator 28 to open the valve 26 for a minute period, and when PBO≦PG (No), step S is performed.
At L6, a valve opening signal is output to the negative pressure introduction valve actuator 29 to open the negative pressure introduction valve 27 for a minute period, and the process of returning to step S6 is repeated to obtain the target 1ifJ P sO of the gas pressure P8 in the pressure regulating tank 20. so that the difference between them falls within the allowable adjustment error ΔP.

On the other hand, if the determination in step S2 is NO, indicating that the all cylinder operating condition is met, it is determined in step S o whether or not all cylinders are in operation, and if NO, in which all cylinders are not in operation, the partial It is determined that it is time to switch from cylinder operation to all cylinder operation, and first, in step S12, the gas pressure introduction valve 22 is turned on.
A stop signal is output to the gas pressure introduction valve actuator 23 to maintain the valve in the open state, and step S1
At step 3, a return signal is output to the exhaust valve stop actuator 13 to open and close the exhaust valve 11 of the idle cylinder 1A. After that, in step S14, the exhaust valve return flag J is set depending on the presence or absence of a signal from the exhaust valve return confirmation switch 44.
t[, and in step S+s, it is determined whether or not the operation of the exhaust valve 11 has finished returning based on this exhaust valve return flag J, and if this determination is No, the step S1 is performed.
4 and waits for the exhaust valve 11 to return to operation. When the return of the operation of the exhaust valve 11 is completed (YES), the process proceeds to step S+s, and in step S16, the intake valve stop actuator 12 is operated to open and close the intake valve 10 of the inactive cylinder 1A for the first time. After outputting the return signal to , the intake valve return flag k corresponding to the presence or absence of the signal from the intake valve return confirmation switch 43 is read out in step Sy.
At step S+s, the return of the operation of the intake valve 10 is completed based on the intake valve return flange k, and at step S+s, the intake valve 10 is stopped in order to prevent a sudden increase in the direction of intake air.
A throttle opening control signal is output to the throttle opening control actuator 31 so as to slightly adjust the throttle valve 6, and the process ends. On the other hand, if the determination in step S n is YES, indicating that all cylinders are in operation, the process ends immediately.

In the above flow, step 15 and step 82. The Sll constitutes a return time detection means 46 that detects the time of return from partial cylinder operation to full cylinder operation. Also, step S
13~S+s, in response to the output of the return detecting means 46, the exhaust valve 11 of the idle cylinder 1△ (that is, the valve that opens to the atmosphere excluding the idle air intake passage 4a as a fuel supply passage) is activated. It constitutes an in-cylinder pressure reducing means 47 that is opened before the intake valve 10 is opened.

Therefore, in the above embodiment, during partial cylinder operation, the pressure regulating means 30 is controlled by the control unit 45, and the gas pressure PB in the pressure regulating tank 20 is adjusted to match the engine speed NE and the intake pressure PA of the operating cylinder 1B. The pressure is regulated to the target value PBO, which is calculated based on the maximum combustion pressure of the operating cylinder 1B. As a result, 360
As shown in Figure 5 (a) and (d), the @high compression pressure at the end of the compression stroke for each
The pressure value is approximately 1/2 of the maximum combustion pressure (see (b) and (c) in the same figure) of the cylinders 1A and 3rd cylinder), and the maximum compression pressure of each cylinder 1A on the idle side is added up every 360 degrees. The entire Ri! The %i compression pressure is prospectively controlled so as to be equal to the maximum combustion pressure of the operating air conditioner 11B, as shown in FIG. 2(e). As a result, when the gas pressure of the pressure regulating tank 20 regulated as described above is introduced into the idle cylinder 1A, the operating cylinder 1B and the idle cylinder 1A in each cycle are separated as shown in FIG. The maximum pressures of the two are substantially the same, and it is possible to suppress torque fluctuations and reduce low-frequency imaging.

When returning from such partial cylinder operation to full cylinder operation, the in-cylinder pressure reducing means 47 controls the operation of the exhaust valve 11 of the idle cylinder 1A more than the intake valve 10. The trapped gas pressure is released to the atmosphere through the idle-side exhaust passage 7a, and the pressure inside the idle-side cylinder 1Δ is reduced.

As a result, even if the intake air 10 of the cylinder 1Δ on the idle side is operated to open after the cylinder 1Δ on the idle side, gas flow from the combustion chamber 3 to the intake passage 4a on the idle side does not occur, and the fuel from the fuel injection valve 8 is transferred to the idle air conditioner I
It was smoothly introduced into R1A.

The air-fuel ratio in the deactivated cylinder 1A is maintained almost as expected. As a result, the idle cylinder 1A and the active cylinder 1
Since the combustion variation with respect to B is suppressed to a small level, the return from partial cylinder operation to full cylinder operation can be performed smoothly without unpleasant torque shock, and the ride comfort of the vehicle can be improved.

Further, in the above embodiment, the pressure regulating tank 20 is provided independently from the idle side intake passage 4a and stores the gas pressure Pe regulated as described above, so that the pressure regulating tank 20 is Even immediately after switching to cylinder operation, the regulated gas pressure PB of the pressure regulating tank 20 can be immediately introduced into the idle cylinder 1Δ with good responsiveness, and the idle cylinder 1A
The maximum pressures of the cylinder 1B and the operating cylinder 1B can be made equal to each other, so that the torque fluctuation can be effectively suppressed over the entire partial cylinder operation.

Furthermore, the pressure regulation of the gas pressure PB introduced into the idle cylinder 1A during partial cylinder operation is determined by determining the maximum combustion pressure of the active cylinder 1B based on the engine rotation speed Nε and the intake pressure PA of the active cylinder 1B. Since the maximum compression pressure of the entire idle cylinder 1A is made equal to the maximum combustion pressure determined, the combustion pressure is not affected by factors such as engine load, ignition timing, air-fuel ratio, and EGR'$. The maximum pressure of the active cylinder 1B and the idle cylinder 1A can be controlled to match by pressure regulation control based on the maximum combustion pressure, and is not affected by factors that change over time such as gas leakage or ignitability. It is possible to perform this with high precision, to further suppress torque fluctuations, and to further reduce vibration OJ.

Further, in the above embodiment, the total maximum compression pressure obtained by adding up the maximum compression pressure of 360'm of each of the idle cylinders 1A of the first cylinder and the fourth cylinder is equal to the maximum combustion pressure of the active cylinder 1B. As a result, the gas pressure regulated in the pressure regulating tank 20 is approximately 1/2 lower than that in the case where one cylinder 1A on the idle side is used to cover every 720°, and as a result, the intake air generated in the engine is reduced. The pressure can be regulated by adjusting the introduction of negative pressure and atmospheric pressure, and the structure can be simplified, such as eliminating the need for an air pump.

(Modifications) In addition to the embodiments described above, the present invention also includes the following modifications.

■ In the above embodiment, when returning from partial cylinder operation to full cylinder operation, the exhaust valve 11 of the pause air adjustment @1A is opened before the intake valve 10, and the gas pressure in the pause air adjustment 1d1A is brought to the atmosphere. Although the pressure was reduced by opening, the gas pressure introduction valve 2
The gas pressure in the idle cylinder 1A may be released to the atmosphere and reduced by opening both the intake valve 2 and the atmospheric pressure introduction valve 26 before the intake valve 10. In short, due to the gas pressure trapped in the inactive cylinder 1Δ, the inactive cylinder 1
In order to prevent the fuel from being blown back to Δ, the valves that open to the atmosphere, except for the fuel supply passage of the cylinder 1A on the idle side (the intake passage 4a on the idle side), may be opened before the intake valve 10 is opened.

■ In the case of 4 cylinders, the opening period of the gas pressure introduction valve 22 for pressure regulation in the idle cylinder 1A is set to every 720°,
The pressure may be regulated by child control so that the R high compression pressure of each of the cylinders 1A on the idle side becomes equal to the maximum combustion pressure of the cylinder 1B on the active side, not for the entire cylinder 1A on the idle side. In this case, since the gas pressure to be regulated in the pressure regulating tank 20 is about twice as high as in the above embodiment, an air pump is interposed in the middle of the atmospheric pressure introduction passage 24 to It is preferable to introduce pressure higher than atmospheric pressure to the pressure regulation tank 20 to improve the responsiveness of pressure regulation.

(2) The gas pressure introduction valve 22 in the idle cylinder 1A may be omitted and its intake valve 10 may be used for the same purpose. In this case, the other end of the gas pressure introduction passage that communicates with the pressure regulating tank 20 is connected to the idle side intake passage 4a, and the first switching valve is connected to the idle side intake passage 4a upstream of this connection part to control the gas pressure. A second switching valve is provided in each of the introduction passages, and when all cylinders are in operation, the first switching valve is opened and the second switching valve is closed, and intake air is supplied from the idle side intake passage 4a as usual. During operation, the first switching valve is closed and the second switching valve is opened to open the pressure regulating tank 2.
0 gas pressure to the gas pressure introduction passage and the idle side intake passage 4
A part of the air is introduced into the idle cylinder 1A. Furthermore, the actuator opens the intake valve 10 of the idle cylinder 1A during the intake stroke when all cylinders are in operation,
During partial cylinder operation, variable control may be performed to open the valve for pressure regulation only in the latter half of the intake stroke.

■ 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 Nε, and the pressure regulation of the gas pressure in the pressure regulating tank 20 is controlled. Instead of this, the angular velocity fluctuations, that is, the torque fluctuations, of each cylinder on the idle side and the operating side are detected based on the crank angle and its angular velocity fluctuations, and feedback control of the gas pressure in the pressure regulating tank 20 is performed so that the two coincide. You can also do this. That is, 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, thereby causing angular velocity fluctuations on the crankshaft, and the difference between the operating open air @ 1B and the idle cylinder 1A. The timing at which large angular velocity fluctuations occur, that is, the timing at which the maximum pressure is generated, varies over time, and in the case of a four-cylinder engine, the timing alternates every 180 degrees of crank angle. For this reason, Rikihi et al. installed a crank angle sensor that detects the crank angle and an angular velocity sensor that detects the angular velocity fluctuation of the crankshaft.
The output signals of these sensors are sent to the control unit 45.
The angular velocity fluctuation (torque fluctuation) of the crankshaft corresponding to the maximum combustion pressure of the active cylinder 1B and the idle cylinder 1
The angular velocity fluctuation (torque fluctuation) of the crankshaft corresponding to the maximum compression pressure as a whole 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 crank angle sensor and angular velocity hemp sensor, pressure sensors are provided that directly detect the combustion pressure of the active cylinder 1B and the compression pressure of the idle cylinder 1A, and from these, the maximum combustion pressure of the active cylinder 1B is determined. The pressure and the maximum compression pressure of the entire deactivated cylinder 1A may be determined, and the signature may be executed by feedback control so that the two match.

(2) In the above embodiment, the pressure regulating tank 20 is provided separately and independently from the idle side intake passage 4a, but as in the prior art described above, the idle side intake passage 4a is connected to the idle side cylinder 1Δ during partial cylinder operation. It may also be used as a pressure regulating chamber for regulating the gas pressure introduced into the chamber.

■ During partial cylinder operation, the highest compression pressure of the idle cylinder 1A as a whole was made to match the maximum combustion pressure of the active cylinder 1B, but the compression pressure of the idle cylinder 1A was simply set to the combustion pressure of the active cylinder 1B. You may try to bring it closer.

(2) In the above embodiment, the case of a four-cylinder engine was described, but the present invention can be similarly applied to other multi-cylinder engines. Moreover, the number of intake and exhaust valves can be applied to various known types such as the 4-pulp type in addition to the above-mentioned 2-valve type, 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 an engine with cylinder number control of the present invention, when returning from partial cylinder operation to full cylinder operation, the atmosphere excluding the fuel supply passage of the cylinder on the idle side The air-fuel ratio in the idle cylinder is reduced by opening the open valve in the side open passage to reduce the pressure in the cylinder on the idle side, and then opening the intake valve to prevent fuel blowback in the cylinder on the idle side. It is possible to ensure that the engine speed is almost as expected, suppressing combustion variations within the cylinders, and allowing a smooth return to all-cylinder operation without unpleasant torque shock, thereby improving ride comfort. .

[Brief explanation of drawings]

The drawings illustrate an embodiment of the present invention, and FIG. 1 is a general configuration diagram of the 18, FIG. 2 is a plan view of the valve stopper hM, and FIG. 3 is a cross-sectional view taken along the line III--III in FIG. 2. , FIG. 4 is a flow chart diagram explaining the operation of the control unit,
FIGS. 5(a) to 5(f) are explanatory diagrams showing pressure changes in the first to fourth cylinders, all cylinders on the idle side, and the gold cylinder, respectively. 1A...Cylinder on the idle side, 1B...Cylinder on the operating side, 71.
a... Inactive side intake passage, 4b... Operating side intake passage, 6... Throttle valve, 10... Intake valve, 11...
- Exhaust valve, 20... Pressure regulation tank, 21... Gas pressure introduction passage, 22... Gas pressure introduction valve, 27... Negative pressure introduction valve, 30... Pressure regulation means, 31...・Throttle valve opening control actuator, 44...Exhaust valve return confirmation switch, 45...Control unit 1-146...
Return detection means, 47... Cylinder pressure reduction means. Patent Applicant Mazda Motor Corporation Representative Patent Attorney Former 1) Hiroshi Figure 3 Figure 2 / ] Q ■ Two-procedure correction tooth (method) February 24, 1985 1, Display of the case 1985 Patent jaw No. 225379 2, Name of the invention Image reduction device for cylinder number control engine 3, Relationship to the case of the person making the correction Patent applicant address 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Name (313) Mazda Stock Company representative Yamamoto
Ken-4, Agent: 550 Den 06 (445) 2128 Address: Taihei Building, 1-4-8 Utsubohonmachi, Nishi-ku, Osaka Name: Patent Attorney (7793) 1) Ko 5 Date of amendment order: January 1985 8th (shipment date 61.1.28 > 7, contents of amendment SOt, page 28, line 6 to line 8 of the same page [Figures 5 (a) to (f) are respectively... (omitted)...'' has been corrected to ``Figure 5 is an explanatory diagram showing pressure changes in the cylinder 7j'.''.

Claims (1)

[Claims] (1) Equipped with a deactivated cylinder that stops operating in a low-load operating range and an active cylinder that is constantly activated, and during partial cylinder operation, the gas pressure of the deactivated cylinder is increased to match the combustion pressure of the active cylinder to the deactivated cylinder. In a vibration reduction device for an engine that controls the number of cylinders so as to bring compression pressures closer to each other, the apparatus includes a return detection means for detecting the time of return from partial cylinder operation to full cylinder operation, and a return detection means that receives the output of the return detection means and detects when the engine is at rest. A vibration reduction device for an engine with a controlled number of cylinders, characterized in that it is equipped with an in-cylinder pressure reducing means that opens a release valve of a passage opened to the atmosphere side other than a fuel supply passage in a cylinder before an intake valve.