JP3744961B2 - Cylinder deactivation control method and apparatus for internal combustion engine and internal combustion engine - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to a control method for an internal combustion engine, and more particularly, to cylinder deactivation control for stopping stable combustion of a predetermined cylinder of an engine to achieve stable combustion of the entire engine in a predetermined operating state.
[0002]
[Prior art]
Vehicle mounted engines including motorcycles, motor boats and other small marine engines are equipped with a control circuit composed of a microcomputer or the like, and according to a preset program, an optimal ignition timing, fuel injection amount or The injection timing is calculated, and the engine is controlled to operate in an optimal driving state.
[0003]
In such an engine (internal combustion engine) control method, it is necessary to perform control suitable for a two-cycle engine, a four-cycle engine, or a single-cylinder engine and a multi-cylinder engine. Compared to a 4-cycle engine, the 2-cycle engine has a simpler and smaller structure because it does not have a valve mechanism, and a large output can be obtained with the same displacement and rotation speed. The blowout loss, fuel consumption, and heat loss of the cylinder and the like increase. For this reason, delicate control corresponding to the operating state is difficult for a two-cycle engine, and engine control using an O2 sensor or the like that has been put to practical use in a four-cycle engine has not yet been put into practical use in a two-cycle engine.
[0004]
When controlling an internal combustion engine, the engine rotation speed, throttle opening, accelerator position, intake pipe negative pressure and other so-called loads, intake temperature, exhaust gas oxygen concentration, shift position, and other various operating conditions are detected. Based on the above, the optimal air-fuel ratio, fuel injection amount, injection timing, ignition timing, and the like at that time are calculated according to a predetermined control program, and the engine is driven and controlled based on the calculated values. In this case, the control program has a main routine in which a detection information reading routine and a plurality of calculation routines for calculating each control amount based on the read detection information are arranged according to a predetermined sequence. Processing is performed. In the calculation routine, based on the latest read data, the calculation is performed in accordance with the required read data from the two-dimensional map or the three-dimensional map in which the optimum control amount is stored in advance corresponding to various operation states. It was.
[0005]
In the case of a multi-cylinder engine, the operating state differs for each cylinder due to the difference in the arrangement state of each cylinder and the influence between the cylinders. Therefore, it is necessary to control each cylinder separately, and the control method is also changed to a single cylinder engine. Compared to complicated. For this reason, in the map calculation, for example, in the case of the ignition timing calculation processing of a multi-cylinder engine, the throttle timing data and the engine speed data are used as vertical and horizontal coordinate axes, and ignition timing data is three-dimensionally obtained for each predetermined data value. A recorded ignition map is provided for each cylinder, and the plurality of ignition maps are stored in advance in a nonvolatile memory. The read data value, for example, the detected rotation speed data is sequentially compared with the rotation speed data axis value of this map from the low rotation side, and proceeds to the high rotation side until it matches the detection data. Similarly, the coincidence point between the map value of the throttle opening data and the detected value is searched, and the ignition timing data recorded on the map of the intersection point of both data values is read. In this case, when the detection data is an intermediate position of the data on the coordinate axis of the map, ignition timing data corresponding to the detection data is calculated from the map data recorded by the proportional calculation process. This is sequentially performed for all cylinders based on the ignition map for each cylinder, and ignition timing data for all cylinders is calculated.
[0006]
After calculating the ignition timing in this way, this calculated value is used as the basic ignition timing, and a correction amount is calculated based on various detection data such as engine temperature and atmospheric pressure, and this correction is calculated as the basic ignition timing calculated value. In addition, the final ignition timing for each cylinder is calculated. Similarly, with respect to the fuel injection amount, the basic injection amount and the correction amount are calculated by map calculation based on the detection data, and the optimum fuel injection amount for each cylinder corresponding to the operating state is calculated.
[0007]
In such an arithmetic process, the detection data is read during the execution of the main routine, and the latest data is taken into the volatile memory at a predetermined read time at a predetermined time interval, and the calculation is sequentially performed. Done.
[0008]
Such a main routine includes an engine misfire control routine. In this misfire control routine, when the engine is overheated, over-revo (over-rotation), or other predetermined conditions, in order to suppress combustion and reduce engine rotation, ignition of some cylinders is stopped and misfire is caused. Is.
[0009]
In a multi-cylinder internal combustion engine, cylinder deactivation control is performed to stop combustion of some cylinders in a predetermined operating state. In this cylinder deactivation control, the initial opening of the throttle valve (opening when fully closed) is increased in advance, and a deactivation cylinder for stopping combustion in a low rotation range is provided to reduce the number of combustion cylinders. The load is increased to stabilize the combustion. There are two methods for stopping the combustion of the idle cylinder: a method in which fuel injection is completely stopped to stop combustion, and a method in which combustion is stopped by stopping ignition.
[0010]
In particular, in a two-cycle engine, the gas exchange action in the cylinder may be reduced during medium / low-speed rotation or low load, and fresh air may not be sufficiently sucked, resulting in irregular combustion and incorrect combustion. For this reason, the rotational stability in the medium / low speed range is deteriorated, and vibrations peculiar to the two-cycle engine are generated. In particular, in an outboard motor, a swinging phenomenon in which the engine vibrates horizontally occurs. Further, the exhaust gas in such illegal combustion includes fuel that is exhausted as it is without being combusted, which results in wasted fuel consumption and reduced fuel consumption. In order to improve such a point, the cylinder deactivation operation method is particularly effective in a two-cycle engine.
[0011]
As such a cylinder deactivation control mode, a fixed cylinder deactivation control mode in which the deactivation cylinder is fixed and a variable cylinder deactivation control mode in which the deactivation cylinder is changed can be considered. In any mode, the cylinder resting control is performed by either or both of stopping the fuel injection and misfire of the spark plug.
[0012]
In cylinder deactivation control due to spark plug misfire, if fuel injection is continued even while the cylinder stops combustion, unburned gas will remain little by little in each cycle, and the fuel will gradually become thicker, and the deactivated cylinder will operate. When resuming, the combustion becomes too strong and the rotational speed fluctuates, and a smooth rotational operation cannot be obtained.
[0013]
The present invention has been made in view of the above-described drawbacks considered in the prior art, and occurs when switching a deactivation pattern when performing cylinder deactivation control due to misfire of a spark plug or when switching from cylinder deactivation control to full cylinder operation. The purpose is to suppress strong combustion and suppress engine rotation fluctuation.
[0014]
[Means for Solving the Problems]
To achieve the above object, according to the present invention, in a cylinder deactivation control method in which combustion of a predetermined cylinder among a plurality of cylinders is stopped in a predetermined operation state, Slow advance control is performed to retard the ignition timing of the cylinder and then gradually advance it to the target value. In the cylinder deactivation control method, the deactivation cylinder performs intermittent reduction injection in the deactivation state R1, and when the deactivation state R1 shifts to the operation state R2, the correction is added and corrected by the retard amount Z with respect to the basic ignition timing E2. When the number of operating cylinders increases / decreases, the corrected advance angle Y is repeated at a constant interval T2 until the basic ignition timing E2 is reached. Set the amount of advance or advance of the rapid advance angle A cylinder deactivation control method for an internal combustion engine is provided.
[0015]
In a preferred embodiment, the idle cylinder has a plurality of idle cylinder patterns, and the slow-advance angle control is performed when the idle cylinder patterns are switched.
[0016]
In another preferred embodiment, the slow speed advance control is performed when the cylinder deactivation operation state is switched to the all cylinder operation state.
[0017]
The present invention further includes a cylinder deactivation control program for stopping combustion of a predetermined cylinder among a plurality of cylinders in a predetermined operation state, and the program is switched from the cylinder deactivation operation state to the all cylinder operation state. Or, when the idle cylinder is switched or the number of idle cylinders decreases, the ignition timing of the cylinder that newly starts combustion is once retarded and then gradually advanced to the target value. Configured to do In the cylinder deactivation control device, the deactivation cylinder performs intermittent reduction injection in the deactivation state R1, and when the deactivation state R1 shifts to the operation state R2, the amount of correction is added and corrected by the retard amount Z with respect to the basic ignition timing E2. When the number of operating cylinders increases / decreases, the corrected advance angle Y is repeated at a constant interval T2 until the basic ignition timing E2 is reached. Set the amount of advance or advance of the rapid advance angle There is provided a cylinder deactivation control device for an internal combustion engine.
[0018]
Further, according to the present invention, an operating state detecting unit, an arithmetic processing unit that calculates a control amount of the ignition timing of each cylinder according to a detection result of the detecting unit, and a predetermined one of a plurality of cylinders in a predetermined operating state A cylinder deactivation control program for stopping the combustion of the cylinder, and when the program is switched from the cylinder deactivation operation state to the all cylinder operation state, or when the deactivation cylinder is switched or the number of deactivation cylinders is reduced, It is configured to perform slow advance control that retards the ignition timing of the cylinder that newly starts combustion and then gradually advances it to the target value. In the multi-cylinder internal combustion engine, the idle cylinder performs intermittent reduction injection in the idle state R1, and when the transition is made from the idle state R1 to the operating state R2, the amount of correction is added and corrected by the retard amount Z with respect to the basic ignition timing E2. When the number of operating cylinders increases / decreases, the corrected advance angle Y is repeated at a constant interval T2 until the basic ignition timing E2 is reached. Set the amount of advance or advance of the rapid advance angle A multi-cylinder internal combustion engine is provided.
[0019]
[Action]
For example, when a cylinder to be paused has a plurality of dead cylinder patterns, the dead cylinder pattern is switched in response to a predetermined event occurrence, and the cylinder that has been paused starts combustion, ignition of the cylinder that newly starts combustion The timing is once retarded and then gradually advanced to the target value. This target value is an ignition for obtaining an optimum combustion state in the operating state calculated for each cylinder based on a calculation map prepared in advance for each cylinder for the ignition timing and the fuel injection amount corresponding to each cylinder resting pattern. It's time. When the idle cylinder pattern is switched or when the cylinder idle operation state is switched to the all cylinder operation state, the cylinders that have been idle until then start combustion. At this time, the ignition timing is once retarded with respect to the ignition timing control amount obtained by the normal map calculation after switching, and gradually returned to the normal ignition timing step by step during a predetermined time or predetermined rotation. Thereby, strong combustion in the transition period at the start of combustion by the fuel supplied during the stop is suppressed, and engine rotation fluctuation is prevented.
[0020]
【Example】
First, an outboard motor to which an embodiment of the present invention is applied will be described with reference to FIGS. In each figure, the basic configuration is the same although there are omissions of details, differences, and differences in scale, in order to make the figures easier to understand.
[0021]
FIG. 1 is an elevational view as seen from the stern side of an outboard motor according to an embodiment of the present invention, and FIG. 2 is a plan view. F in FIG. 2 shows the forward direction of the ship. FIG. 3 is a block diagram including a fuel system of the outboard motor, and FIG. 4 is an external side view of the outboard motor. In FIG. 3, only one cylinder is shown for simplification of the drawing.
[0022]
Here, the features of the outboard motor equipped with the ignition control, fuel injection control method and apparatus according to the embodiment of the present invention will be summarized as follows.
[0023]
In the case of a small marine engine, the configuration and function are different from those of an on-vehicle engine because of different usage conditions such as use on water. Especially in the case of an engine for an outboard motor, the configuration and functions are greatly different.
[0024]
(1) The crankshaft of the engine is arranged vertically (vertical direction). Therefore, in the case of a multi-cylinder engine, a plurality of cylinders are vertically arranged in one or two rows.
[0025]
(2) The engine cylinder is placed horizontally. That is, the cylinder is provided horizontally (horizontal) corresponding to the vertical crankshaft of (1).
[0026]
(3) The exhaust pipe constituting the exhaust passage extends in the vertical direction, and the end of the exhaust pipe opens into the expansion chamber below the cowling. The main exhaust passage extends further downward from the expansion chamber and communicates with a main exhaust port provided at the rear end of the propeller boss below the water surface or the rear end of the lower casing. With this configuration, the main exhaust port portion at the rear end (or the rear end of the lower casing) of the propeller boss becomes negative pressure due to the water flow when moving forward at high speed, and the exhaust gas is sucked out. In the case of a cycle engine, exhaust efficiency and scavenging efficiency from the engine are promoted to improve performance. Even in an outboard motor using a four-cycle engine, an improvement in exhaust efficiency, and a valve system that overlaps the end of the exhaust stroke and the initial of the intake stroke can improve performance by improving the intake efficiency.
[0027]
Corresponding to the configuration and functional characteristics of the exhaust passage, ignition timing control, fuel injection amount control, and injection timing control corresponding to the ship speed are performed. In this case, if the weight of the ship and the shape of the bottom of the ship are determined, the propeller rotation speed (deceleration at a predetermined ratio with respect to the engine rotation speed) has a substantially constant relationship with the ship speed due to the propeller performance. Therefore, each engine control is performed according to the engine speed and / or the throttle (accelerator) opening. In outboard motors, the effects of acceleration and deceleration due to changes in engine speed and throttle opening are much greater than those of vehicles such as automobiles. .
[0028]
Further, during reverse travel, water pressure acts on the main exhaust port, and the pressure in the expansion chamber increases. As a result, the exhaust efficiency is lower than when the vehicle is moving forward, resulting in a decrease in engine performance and a decrease in fuel consumption and exhaust emission. In order to prevent such problems, ignition timing control, fuel injection amount control, and fuel injection timing control that are different from those during forward navigation are performed during reverse travel.
[0029]
Furthermore, during forward navigation, the ship advances while pulling the water on the stern side. For this reason, at the time of deceleration such as an accelerator closing operation or misfire control, the ship is decelerated first, but the water being pulled by the ship is pushed toward the ship from the stern side, and so-called trailing waves are generated. As a result, water pressure is applied to the main exhaust port, and exhaust efficiency decreases. Therefore, in this case, control different from that at the time of navigation at a constant speed is required. For this purpose, it is effective to perform each control based on the detection information by detecting the pressure in the exhaust expansion chamber or detecting the forward / backward switching of the outboard motor. is doing.
[0030]
(4) The outboard motor has a sub-exhaust passage communicating from the above-described expansion chamber to the exhaust port on the water surface. During low-speed operation, the water pressure is higher than the exhaust pressure from the engine, so exhaust from the main exhaust port below the surface of the water is impossible, so exhaust gas is discharged into the atmosphere from the sub exhaust port above the water surface. In this case, a maze structure is adopted for the auxiliary exhaust passage for noise countermeasures.
[0031]
(5) The vertical engine structure has a structure in which the exhaust passage is arranged vertically and the exhaust gas flows from top to bottom. Therefore, the temperature of the lower cylinder is likely to rise, and the length of the exhaust pipe is short. For this reason, the lower cylinder is more likely to vaporize the injected fuel, and the influence of the negative pressure level of the expansion chamber differs between the upper and lower cylinders, so the performance improvement by using exhaust pulsation is not uniform between the upper and lower cylinders. Therefore, the control which considered this is implemented.
[0032]
(6) Cooling water is introduced into the expansion chamber in order to lower the temperature of the exhaust gas. This cooling water pump is attached to the propeller shaft, and the amount of cooling water increases according to the engine speed. Therefore, the temperature of the expansion chamber and the exhaust pipe temperature change according to the engine speed and affect the exhaust pulsation. Therefore, the exhaust pulsation can be effectively used by controlling the ignition timing and the like according to the temperature of the expansion chamber and the exhaust pipe temperature.
[0033]
(7) Cooling water for exhaust passage cooling may flow back to the vicinity of the engine due to engine pulsation. Resistance to this reverse flow is required.
[0034]
(8) As a resistance characteristic of the hull, especially in the case of a light ship or a ship with a large engine output, even if the ship speed increases, the resistance does not simply increase with the ship speed. This is because the resistance is reduced by a planing phenomenon in which the entire ship floats on the waves at a specific ship speed. Therefore, when the ship speed is detected and controlled, the control is performed in consideration of the resistance characteristic of the ship.
[0035]
(9) The mounting angle of the outboard motor can be adjusted with respect to the hull. The relative angle of the outboard motor with respect to the vertical line (relative mounting angle with respect to the hull) is called a trim angle. As the trim angle changes, the direction of propeller thrust against the hull changes and the boat speed changes. In terms of propeller performance, there is an optimum trim angle according to the ship speed. Furthermore, in an outboard motor with a main exhaust port at the rear end of the propeller boss, the trim angle affects the back pressure, which also affects the engine performance.
[0036]
In the case of intake pipe injection, the attitude of the intake pipe with respect to the horizontal plane changes due to the trim angle change. On the other hand, since the fuel immediately after injection is not sufficiently vaporized, part of the fuel flows along the intake pipe wall as a liquid film flow. When the trim angle changes, the flow of the liquid film flow changes, and the air-fuel ratio of the combustion chamber changes. This occurs in a transient response. Therefore, the engine performance, fuel consumption, and exhaust emission can be improved or maintained by controlling the ignition timing, fuel injection amount, and injection timing according to the trim angle.
[0037]
(10) When a ship navigates in the waves at high speed, it may jump on the surface of the water. When the propeller goes into the air, there is no resistance, and the engine load decreases drastically, causing the engine to overspeed and causing engine trouble. Therefore, it is necessary to detect the relative position between the water surface and the propeller, or to reduce the output by controlling the misfire or reducing the fuel injection amount so that the engine speed itself is not detected to cause an overspeed state.
[0038]
The outboard motor is equipped with a device that reduces the impact by jumping up when it collides with a driftwood or the like on the water surface. Propellers also go into the air during such driftwood collisions. When the propeller returns to the water after jumping up, if the output is large, the propeller is accelerated rapidly and engine combustion becomes unstable. Fuel injection control is also implemented to deal with this.
[0039]
(11) Ships are particularly required to be startable. The cause of the start-up deterioration includes a low engine temperature, a mixture (fuel) shortage, a spark reduction, and the like, as in a vehicle such as an automobile. In particular, in the case of an outboard motor, the spark current is likely to leak due to the seawater atmosphere, and the spark is likely to drop. In addition, seawater resistance of electrical components such as control devices is required.
[0040]
(12) When the boat speed is slow (when the engine speed is small), the engine performance is improved by reducing the trim angle and increasing the trim angle after planing. Therefore, the acceleration performance (acceleration rate per hour) is improved by controlling the trim angle in consideration of this point during acceleration.
[0041]
(13) Since seawater mist tends to enter during intake, seawater resistance of an injection device, a fuel supply device, a crank chamber pressure sensor, and the like is required.
[0042]
(14) The main tank of fuel is disposed in the ship, the sub tank is disposed in the cowling of the outboard motor, and a fuel pump is provided between the two fuel tanks using a pressure change in the crank chamber as a drive source.
[0043]
(15) In the case of an outboard motor of a two-cycle engine, the supply of lubricating oil (engine oil) must also be controlled, which is performed simultaneously with ignition control and fuel injection control.
[0044]
(16) The ship moves little by little due to wind, tide or river flow. In fishing and the like, it is necessary to hold the position of the ship stably for a long time so that the ship does not move from the fishing ground or fishing point. In this case, it is difficult for the anchor to hold the ship position in a place where the sea floor is deep, and it is difficult to cope with cases where it is necessary to move quickly. Therefore, in order to maintain the ship position, the engine does not stop while the accelerator is held at almost the minimum or any intermediate opening, so that the rotation continues stably, that is, a slight load is applied to the engine. Low-speed stability (trolling performance) is required to obtain stable engine rotation in a running state.
[0045]
In particular, since the two-cycle engine performs scavenging, the scavenging efficiency decreases and the residual gas amount increases at low speed. In addition, the amount of gas changes with each cycle, which may cause irregular combustion and cause engine stoppage. Therefore, for stable rotation at low speed, it is effective to improve the scavenging efficiency by reducing the amount of residual gas or suppressing variations. In this case, as a problem peculiar to the outboard motor, the back pressure changes due to the influence of external waves, and as a result, it causes a variation in the scavenging efficiency and the residual gas amount.
[0046]
In the case of a small marine engine equipped with a 2-cycle or 4-cycle engine onboard, the above (3) (4) (6) (7) (8) (10) (11) (13) (15) ( 16). In a water injection propulsion type small boat that changes the water injection direction (also referred to as a trim angle), the inclination of the hull changes with respect to the water surface. Since the back pressure changes, the characteristics (9) and (12) are further provided.
[0047]
With respect to the small ship-mounted engine, ignition timing control, fuel injection amount control, and injection timing control are performed based on the points described above.
[0048]
Further, the control method and apparatus of the present embodiment can be employed for a two-cycle or four-cycle engine for a small boat mounted on the ship. In this case, it has the characteristics of (3), (4), (6), (7), (8), (10), (11), (13), and (15). Also, in a water jet propulsion type small boat as a small boat, the water jet direction (trim angle) is changed, and the inclination of the hull with respect to the water surface changes greatly depending on the trim angle, which acts on the underwater exhaust port. Since the water pressure, that is, the back pressure changes, the features (9) and (12) are further provided.
[0049]
The engine 1 of this outboard motor is a V-type bank type 2-cycle 6-cylinder engine. This engine 1 has cylinders # 1 to # 6 and is arranged in the left bank 2 and the right bank 3 in two rows of three cylinders. In the left bank 2, odd-numbered cylinders # 1, # 3, and # 5 are arranged, and in the right bank 3, even-numbered cylinders # 2, # 4, and # 6 are arranged. Each cylinder is provided in the cylinder body 4. The cylinder body 4 is formed with a water cooling jacket (not shown) around each cylinder and around the exhaust passage. The left and right banks 2 and 3 are V-shaped with respect to the crankcase 22 as shown in FIG. A cylinder head 20 is provided at each cylinder head, and a spark plug 19 is attached toward the in-cylinder combustion chamber 77 (FIG. 3). A piston 18 connected to the crankshaft 21 via a connecting rod 17 is mounted in each cylinder. The crankshaft 21 is provided in the vertical direction, and each cylinder # 1 to # 6 is provided horizontally. A flywheel magnet 71 is provided at the upper end of the crankshaft 21. The six cylinders # 1 to # 6 are arranged with their heights shifted in the order of # 1 to # 6 so that the connecting rod 17 does not interfere with the same crankshaft 21 (see FIG. 1).
[0050]
Each cylinder has an exhaust port 5 that communicates with an exhaust pipe 6. A scavenging port 29 is opened in each cylinder, and the combustion chamber 77 and the crank chamber 31 are communicated with each other through the scavenging passage 30. The engine 1 is accommodated in a cowling 7, and an upper casing 8 is attached to the lower part of the cowling 7 and a lower casing 9 is provided in the lower part thereof. A propeller 10 is attached to the lower part of the lower casing 9. The propeller 10 is mounted on the propeller shaft 35 and connected to the crankshaft 21 of the engine 1 via a transmission mechanism (not shown).
[0051]
The end of the exhaust pipe 6 opens into the main expansion chamber 11 in the upper casing 8. The main expansion chamber 11 communicates with a main exhaust port 13 provided on the rear surface of the propeller 10 via an exhaust passage (not shown) provided in the lower casing 9. The main expansion chamber 11 further communicates with the sub expansion chamber 12 in the cowling 7 on the water surface. A sub exhaust port (not shown) is formed in the sub expansion chamber 12.
[0052]
The cylinder # 1 is provided with an exhaust sensor (O2 sensor) 14 which will be described later. In this embodiment, this cylinder # 1 is the reference cylinder, and the oxygen concentration and each control amount for this cylinder # 1 are calculated as will be described later, and this is used as the basic control amount for the remaining cylinders # 2 to # 6. The control amount for each cylinder is calculated by performing a map operation on the correction amount for the oxygen concentration or the basic control amount.
[0053]
The outboard motor 38 (FIG. 4) can be rotated around the pivot shaft 41 via the bracket 37 with respect to the hull 36, and the mounting angle (trim angle) can be adjusted. The bracket 37 is provided with a trim angle sensor 39 for detecting a trim angle. In addition, a shift sensor 40 described later is provided in the cowling 7.
[0054]
Each cylinder is provided with a knock sensor 34 (FIG. 3) and an engine temperature sensor 301 (FIG. 1). As with the exhaust sensor 14, the knock sensor and the engine temperature sensor are provided only in the reference cylinder # 1, and for the other cylinders # 2 to # 6, the detection data of the reference cylinder # 1 is corrected to calculate the control amount. May be calculated. The crankshaft 21 is provided with a crank angle sensor 33 that detects a crank angle by generating a pulse in accordance with the rotation of a ring gear (not shown).
[0055]
As shown in FIG. 3, an intake port 80 communicating with the intake manifold 24 is opened in the crank chamber 22. A reed valve 23 is provided in the intake port 80. The intake manifold 24 is provided with an injector 26 and a throttle valve 25. The intake manifold 24 is provided with an intake air temperature sensor 32. Further, outside the intake manifold 24, the throttle valve 25 is provided with a throttle opening sensor 15 (see FIG. 7).
[0056]
The fuel supplied to the injector 26 is stored in the fuel tank 63. The fuel in the fuel tank 63 is sent to a sub tank 67 by a low pressure fuel pump 64 through a water separation and dust removal filter 66. The fuel in the sub-tank 67 is sent to the injector 26 by the high-pressure fuel pump 65, and the fuel is injected into the intake manifold 24 at a controlled injection amount and injection timing as will be described later to form an air-fuel mixture having a predetermined air-fuel ratio. The high-pressure fuel that has not been injected by the injector 26 is collected in the sub tank 67 through the return pipe 70. A pressure regulator 69 is provided on the return pipe 70 to keep the injection pressure of the injector 26 constant. Thereby, the fuel injection amount can be controlled by controlling the injection time by opening the injector 26.
[0057]
FIG. 5 is a detailed view of an inline three-cylinder engine. As in the V-type 6-cylinder engine described above, scavenging ports 29 and exhaust ports 5 are formed on the cylinder walls of the cylinders # 1, # 2, and # 3, and the exhaust ports 5 communicate with the exhaust pipe 6. . A water cooling jacket 75 is formed in the cylinder body 4 around each cylinder.
[0058]
An exhaust gas detection port 78 opens in the cylinder wall of the reference cylinder # 1 and communicates with a pressure accumulation chamber (not shown) of the exhaust sensor 14 via a guide passage 73. On the other hand, the pressure accumulation chamber of the exhaust sensor 14 communicates with an auxiliary port that opens to the crank chamber of another cylinder or # 1 cylinder via another guide passage (not shown). By setting the opening position of the auxiliary port, only the combustion gas of the reference cylinder # 1 is introduced into the pressure accumulating chamber of the exhaust sensor 14 according to the pressure fluctuation in each cylinder accompanying the cycle motion of the piston, and the combustion of the other cylinders is performed. The introduction of fresh air during gas or scavenging can be prevented. As a result, the oxygen concentration in the exhaust gas of the reference cylinder # 1 can be reliably detected.
[0059]
FIG. 6 is a configuration diagram of an exhaust passage in the upper casing 8 and the lower casing 9 of an outboard motor equipped with an in-line three-cylinder engine. The end of the exhaust pipe 6 opens into the main expansion chamber 11. The main expansion chamber 11 communicates with the main exhaust port (similar to 13 in FIG. 1) through the propeller shaft 35 through the exhaust passage 73 in the lower casing 9. The exhaust gas in the main expansion chamber 11 is discharged into the water from the main exhaust port through the exhaust passage 73 together with the cooling water in the water cooling jacket 72.
[0060]
FIG. 7 is a plan view showing the intake portion of the engine. An intake port 80 communicating with the intake manifold 24 is opened in the crank chamber 22. Outside air (intake air) from an air cleaner (not shown) is introduced into the intake manifold 24 through an intake passage 79 as indicated by a dotted arrow G. A silencer 28 is provided in the middle of the intake passage 79. Reference numeral 81 denotes an oil tank, and 76 denotes a starter. The oil tank 81 is provided with an oil level detection sensor (not shown). Similar to the fuel supply system described with reference to FIG. 3, the oil supply system has a main tank in the ship, and replenishes from the main tank when the amount in the oil tank 81 decreases. Further, when the amount of oil in the main tank becomes empty, the engine is controlled so as not to operate at a high load. A starter detection sensor (not shown) is connected to the starter 76. The oil in the oil tank 81 is sent to a not-illustrated engine lubrication required portion by an oil pump 302 driven by the crankshaft 21. The oil supply amount increases as the engine speed increases, and the movement of the throttle valve lever 304 is transmitted to the oil pump 302 by the connecting link 303, and increases as the throttle opening increases. The figure shows the reference cylinder # 1 to which the exhaust sensor 14 is attached. FIG. 8 is a detailed view of the exhaust sensor 14. The exhaust sensor 14 of this embodiment has a cylindrical metal protective sleeve 104, and a fastener 105 is attached to one end of the protective sleeve 104. A detection element 106 made of zirconia is accommodated in the protective sleeve 104. The detection element 106 protrudes from the protective sleeve 104 and further protrudes from the fastener 105. The end of the detection element 106 protruding from the fastener 105 is covered with a detachable protector 109 having a plurality of holes 111. A lead wire 107 is connected to the opposite end of the detection element 106 and connected to an arithmetic processing unit described later. A cavity 108 is formed inside the tip of the detection element 106, and a ceramic heater 112 is provided in the detection element near the tip.
[0061]
The exhaust gas freely flows through the hole 111 of the protector 109 and comes into contact with the internal detection element 106. The inner and outer surfaces of the detection element 106 are plated with platinum electrodes, and the oxygen concentration in the exhaust gas is detected by the electromotive force generated according to the difference in oxygen concentration between the inner and outer sides of the detection element 106. Further, by appropriately heating the detection element 106 by the ceramic heater 112, it can be activated regardless of the operating state, and stable detection can be performed. As shown in FIGS. 5 and 7, the exhaust sensor 14 communicates with the combustion chamber of the reference cylinder # 1 and other cylinders as necessary via a combustion gas guide passage 73 as described above. Then, the oxygen concentration in the exhaust gas of the cylinder # 1 is detected. Also in the V-type 6-cylinder engine, the oxygen concentration in the exhaust gas of the reference cylinder # 1 is detected as shown in FIG.
[0062]
FIG. 9 shows a configuration example in which the exhaust sensor 14 is mounted at another position. In this example, a port 83 is opened in the middle of the exhaust pipe 6, and exhaust gas is introduced to the exhaust sensor 14 side through the port 83. The exhaust sensor 14 is held on the side surface of the exhaust pipe 6 via the fixed support portion 82. The port 83 is provided at a position close to the reference cylinder (# 1 in this embodiment) so as to detect the exhaust gas oxygen concentration from the reference cylinder, and the other cylinders are corrected by calculating this detection value. The oxygen concentration data or the control amount is obtained. A port 83 is provided at an appropriate position on the exhaust pipe 6, and the oxygen concentration in the exhaust gas is detected as a representative value, and this is detected for each cylinder # 1 to # 3 in an in-line three-cylinder engine, and for each cylinder in a V-type six-cylinder engine. Correction calculation may be performed for cylinders # 1 to # 6 to obtain the oxygen concentration for each cylinder. In addition, in order to prevent fresh air in the scavenging cycle from being introduced to the sensor side, the exhaust sensor detection unit is further communicated with the downstream side of the exhaust passage, and the exhaust gas is exhausted using pressure fluctuations associated with the piston cycle. The exhaust gas may be introduced through the port 83 only during the stroke.
[0063]
FIG. 10 is a detailed view of the power transmission mechanism to the propeller shaft. As described above, the drive shaft 42 is connected to the crankshaft 21 whose shaft is arranged in the vertical direction, and the pinion 43 is fixed to the lower end portion thereof. The forward gear 44 and the reverse gear 45 are engaged with each other before and after the pinion 43 and rotate in opposite directions. A dog clutch 46 is provided between the forward gear 44 and the reverse gear 45. The dog clutch 46 is slidable along the axis of the propeller shaft 35 and can selectively mesh with either the forward gear 44 or the reverse gear 45. The figure shows a neutral position that is not engaged with any gear. The dog clutch 46 is splined to the front shaft 35b of the front shaft 35b and the rear shaft 35a constituting the propeller shaft 35, is slidable in the front-rear direction, and is integrated with the front shaft 35b in the rotation direction. Further, the slider 48 is connected to a slider 48 slidable in the axial direction of the propeller shaft 35 via a cross pin 47. The front end head portion of the slider 48 is rotatably connected to the cam follower 49. The cam follower 49 is driven by a cam 51 provided at the lower end of the shift lever 50. That is, the cam 51 is rotated by rotating the shift lever 50 about its axis, and the cam follower 49 is moved forward (F) or rear (R) accordingly. As a result, the slider 48 slides back and forth, the dog clutch 46 meshes with either the forward gear 44 or the reverse gear 45, and the rotation of the pinion 43 is transmitted to the front shaft 35b as a forward or reverse rotational force, It is transmitted to the rear shaft 35a integrated with the front shaft 35b by friction welding.
[0064]
In FIG. 10, reference numeral 73 denotes an exhaust passage at the lower part of the lower casing. Exhaust gas flows along with cooling water as shown by an arrow C and is discharged from the main exhaust port 13 into the water as shown by an arrow D.
[0065]
FIG. 11 is a block diagram of the gear shift drive operation system. As described above, the outboard motor 38 is attached to the hull 36 via the bracket 37a and the clamp bracket 37b so that the trim angle θ can be changed around the tilt shaft 305. Reference numeral 306 denotes a trim angle variable actuator, and 39 denotes a trim angle sensor.
[0066]
A shift lever 50 having a cam 51 at its end is connected to a link bar 53 via a pivot piece 52 in the cowling. A pin 55 protrudes from the end of the link bar 53. The pin 55 is slidably mounted as shown by an arrow A in the long hole guide 54 fixed in the cowling.
[0067]
On the other hand, a remote control box 56 for gear shifting and throttle operation is provided in the ship. The remote control box 56 is connected to the outboard motor 38 through three cables: a shift cable 57, a throttle cable 58, and an electric signal cable 59. The shift cable 57 is coupled to the pin 55 of the link bar 53 described above in the cowling. The remote control box 56 is provided with an operation lever 60, which is driven to move forward or backward from the neutral position (N) to slide the pin 55 in the long hole ring 54 via the shift cable 57. As a result, the link bar 53 moves in parallel, and the pivot piece 52 at the base portion is rotated as indicated by the arrow B. As a result, the shift lever 50 rotates about its axis, and the cam 51 rotates to connect the crankshaft and the forward gear or reverse gear via the dog clutch as described above. By moving the operation lever 60 further from the forward or reverse shift operation completion position, that is, the throttle valve fully closed position, to the F direction (forward) or the R direction (reverse), the inside of the outboard motor 38 is connected via the throttle cable 58. The engine throttle valve operates in the fully open direction. The shift cable 57 is provided with a shift cut switch (not shown). This is because when the dog clutch 46 (FIG. 10) is to be disconnected from the gear 44 or 45 during high-load operation, the meshing surface pressure between the clutch and the gear becomes very large, so that a large load is applied to the cable. The shift cut switch detects an excessive clutch engagement pressure by detecting the amount of elastic deformation of the cable due to this load, and lowers the engine rotation so that the clutch can be easily switched. Such a shift cut switch may be provided in the cowling or in the remote control box.
[0068]
The remote control box 56 is further provided with a water fall detection switch (not shown). This waterfall detection switch is for connecting a switch to a wire tied to the body of an occupant, for example, and operating the switch in an emergency such as a waterfall accident to stop the engine and immediately stop the ship. The remote control box 56 is also provided with an independent engine stop operation switch (not shown).
[0069]
Next, overall control of the outboard motor having the above configuration will be described with reference to FIGS. FIG. 12 is a system block diagram showing the entire control system of this embodiment. Each detection means including sensors for detecting various operating states of the engine is connected to the input side (left side in the figure) of an arithmetic processing unit including a microcomputer storing a control program. These detection means will be sequentially described below.
[0070]
Cylinder detection means # 1 to # 6 are arranged around the crankshaft, and generate a trigger signal for executing an event interrupt (a TDC interrupt described later) when executing a control calculation for each cylinder. For example, a signal is generated at a moment when the piston of each cylinder is located at a top dead center or a predetermined angle (crank angle) before that. Therefore, in this embodiment, one cylinder detection signal is sent from the cylinders # 1 to # 6 sequentially to the arithmetic processing unit every 60 degrees during one rotation of the crankshaft.
[0071]
The crank angle detection means 202 emits an angle pulse that serves as a base for ignition timing control, and generates a pulse signal corresponding to the number of teeth of the ring gear engaged with the crankshaft. For example, if it is configured to generate 448 pulses during one rotation corresponding to 112 gear teeth, the crankshaft rotates 0.8 degrees for each pulse.
[0072]
The throttle opening detection means generates an analog voltage signal in accordance with the opening of a throttle valve provided in the intake manifold. The arithmetic processing unit performs arithmetic processing such as map reading by A / D converting the analog signal.
[0073]
The next trim angle detecting means to intake air temperature detecting means is for correcting the control amount in accordance with the change in the environment when the engine operating condition changes. The trim angle detection means detects the mounting angle of the outboard motor as described above. The E / G temperature detecting means attaches a temperature sensor to the cylinder block of each cylinder (or reference cylinder) and detects the temperature of that cylinder. The atmospheric pressure detecting means is provided at an appropriate position in the cowling. The intake air temperature detecting means is provided at an appropriate position on the intake passage. The atmospheric pressure and the intake air temperature directly affect the volume of the air, and the arithmetic processing unit performs a correction operation for the control amount such as the air-fuel ratio according to the detected values of the atmospheric pressure and the intake air temperature.
[0074]
The burned gas detection means is the exhaust sensor 14 described above. Feedback control of the fuel injection amount and the like is performed according to the detected oxygen concentration.
[0075]
The knock detection means detects abnormal combustion in each cylinder. When knocking occurs, the ignition is shifted to the retarded side or the fuel is set to the rich side to eliminate knocking and cause engine damage. To prevent.
[0076]
The oil level detection means is provided with level sensors in both the sub tank in the cowling and the main tank in the ship.
[0077]
The thermo switch is composed of a highly responsive sensor such as a bimetal temperature sensor, and performs misfire control for detecting an engine temperature rise due to a cooling system abnormality or the like to prevent seizure. The engine temperature detection means described above is provided in the cylinder block and used for correcting the control amount of fuel injection. However, this thermo switch is required to have a quick response in order to immediately cope with the engine temperature rise. .
[0078]
As described above, the shift cut switch is for detecting the tension of the shift cable 57 (FIG. 11) and facilitating the switching of the dog clutch 46 (FIG. 10).
[0079]
The DES detection means is in a misfire operation state when the engine of one of the outboard motors performs misfire control due to lack of oil, temperature rise, etc. in a type of ship equipped with two outboard motors in parallel at the stern. Is detected. By detecting this DES, the other engine also performs misfire control in the same manner, and keeps the running balance by making the operating states of both engines the same.
[0080]
The battery voltage detection means is used to detect the battery voltage and control the injection amount based on this voltage because the opening / closing operation speed of the valve changes due to the change in the drive power supply voltage of the injector and the discharge amount changes.
[0081]
The starter switch detection means is for detecting whether the engine is in a starting operation. If the engine is in the starting state, the control for starting operation is performed by enriching the fuel.
[0082]
There are two types of E / G stop switch detection means: engine stop operation switch and water fall detection switch. Of these, the water fall detection switch detects an emergency condition such as a water fall accident and immediately stops the engine in the event of an emergency. Control to do.
[0083]
Based on the input signals from the detection means as described above, the control amounts are calculated in the arithmetic processing unit, and the fuel injection means # 1 to # 6 on the output side (right side in FIG. 12) are calculated based on the calculation results. The ignition means # 1 to # 6, the fuel pump and the oil pump are driven and controlled. The fuel injection means and the ignition means are the above-described injector and ignition plug, respectively, and are controlled in turn independently for each cylinder.
[0084]
In order to execute the calculation in such an arithmetic processing unit, as shown in the figure, the arithmetic processing unit includes a nonvolatile memory including a ROM storing a control program, a map, and the like, each detection signal, and an operation based on the detection signal. A volatile memory including a RAM for storing temporary data is provided.
[0085]
Next, the ignition timing control and fuel injection control of the outboard motor engine to which the present invention is applied will be described with reference to FIG. FIG. 13 is a block diagram showing a configuration for executing such a control flow. Each block is incorporated as an arithmetic processing circuit in the arithmetic processing apparatus of FIG.
[0086]
The cylinder discriminating means 201 corresponds to the cylinder detecting means # 1 to # 6 (FIG. 12), and discriminates the cylinder number based on the input signal from each cylinder. The cycle measuring means 1000 measures the time interval of the input signal from each cylinder based on the detection signal from the cylinder detecting means, and calculates the time (cycle) of one rotation by multiplying it by 6. The engine speed calculation means 203 calculates the reciprocal speed by calculating the reciprocal of this cycle. The throttle opening degree reading means 204 reads the opening degree by an analog voltage signal corresponding to the throttle opening degree.
[0087]
The throttle opening signal from the throttle opening reading means 204 is A / D converted and sent to the basic ignition timing calculation means 210 and the basic fuel injection calculation means 211 together with the rotation speed signal from the E / G rotation speed calculation means 203. The ignition timing and the fuel injection amount of the # 1 cylinder, which is the reference cylinder, are calculated using a three-dimensional map. The engine speed signal and the throttle opening signal are further sent to the cylinder specific ignition timing correction value calculation means 208 and the cylinder specific fuel injection amount correction value calculation means 209, and the basic ignition timing for the remaining cylinders # 2 to # 6. Further, a correction value for the basic injection amount is obtained by map calculation for each cylinder.
[0088]
On the other hand, the trim angle reading means 205, the engine temperature reading means 206, and the atmospheric pressure reading means 207 read the detection signals from the respective detection means (FIG. 12), and use them to detect the ignition timing correction value calculation means 212 and the fuel injection amount correction. It sends to the value calculation means 213, and the correction value according to each driving | running state is calculated. In this case, for the ignition timing correction value, the number of correction advance angles (or retardation angles) to be added to the basic ignition advance value is obtained from a map stored in advance for each type of read data. Further, the fuel injection amount correction value is obtained by multiplying the basic injection amount by a predetermined proportionality coefficient.
[0089]
Although ignition timing correction and fuel injection amount correction are not shown in the drawings, correction based on the intake air temperature may be performed by inputting intake air temperature detection data to the respective calculation means 212 and 213.
[0090]
The calculated outputs of the ignition timing correction value calculation means 212 and the fuel injection amount correction value calculation means 213 are input to the ignition timing correction means 214 and the fuel injection amount correction means 215, respectively, where the calculated values of the basic ignition timing and the basic fuel injection are calculated. In addition, the ignition timing of the # 1 cylinder and the control amount of fuel injection are calculated.
[0091]
The ignition timing and fuel injection control amount for the reference cylinder # 1 are input to the cylinder specific ignition timing correction means 216 and the cylinder specific fuel injection amount correction means 217, where the corrected basic ignition timing and fuel for the cylinder # 1 are corrected. By adding the control correction amount by the cylinder specific ignition timing correction amount calculation means 208 and the cylinder specific fuel injection amount correction value calculation means 209 for the cylinders # 2 to # 6 to the injection amount, steps # 2 to # 6 are performed. A control amount of the cylinder ignition timing and the fuel injection amount is calculated.
[0092]
Based on the ignition timing and the fuel injection control amount for each of the cylinders # 1 to # 6 calculated in this way, the ignition output means 218 is calculated with the value of the ignition advance angle for each cylinder. The control amount is set as a timer, and the fuel output means 219 sets the crank angle corresponding to the valve opening time as a timer.
[0093]
Next, with reference to FIG. 14, the flow of the overall control of the outboard motor according to the embodiment of the present invention will be described. FIG. 14 is a flowchart of a main routine showing a sequence of the entire control processing process of the outboard motor engine.
[0094]
When the main switch is turned on and the power supply is turned on to start engine operation, first, after a predetermined reset time, each processing circuit in the control processing device is initialized (step S11). Next, in step S12, the operating state is determined and the result is held in the memory. Here, the start determination by the starter SW detection means of FIG. 12, determination of whether or not to perform cylinder deactivation operation with a specific cylinder deactivated, determination of whether or not to perform feedback control of oxygen concentration, and control in the case of specific control conditions Judgment whether to learn and store data, judgment of engine overspeed, misheating control, lack of oil, etc., judgment of whether to perform pre-engine stop control when the engine is stopped, whether the shift lever is in the neutral position Judgment of failure, judgment of failure when pulsar signal is lost, judgment of operating state that can be detected by DES detection means in case of two-machine operation, judgment of whether sudden acceleration or sudden deceleration is in progress, whether to perform shift cut at clutch switching Judgment is made. Such a determination is initially determined as a starting state, and after reading information in the following routine, it is made based on various information such as detection information from the read sensor and calculation results.
[0095]
Next, in step S13, it is determined whether or not the loop 1 routine work is performed. If YES, the process proceeds to step S14 and the switch information is read. Here, information from the E / G stop switch, the main switch, and the starter switch is read. Subsequently, in step S15, information from the knock sensor and the throttle sensor is read. After the information reading by the loop 1 is completed, the process proceeds to step S16 to determine whether or not to perform the routine work of the loop 2.
[0096]
The arithmetic processing unit sets the processing flag 1 of the loop 1 to 1 at intervals of 4 ms in hardware or software, and sets the processing flag 2 of the loop 2 to 1 at intervals of 8 ms.
[0097]
In step S13, flag 1 is checked. If it is 1, steps S14 and S15 are performed. At the same time as the process proceeds to step S14, the flag 1 is cleared and becomes zero. In step S13, when it is confirmed that the flag 1 is 0, the process proceeds to step S16 to check whether the flag 2 is 1. If the flag 2 is 1, the process proceeds to step S17 and the flag 2 is cleared to 0 at the same time. If flag 2 is 0 in step S16, the process returns to step S12.
[0098]
In step S17, detection of oil level, detection of shift cable tension, and detection of whether or not the engine on one side is operating abnormally in the two-engine engine running state by DES detection are performed. In step S18, atmospheric pressure information, intake air temperature information, trim angle information, engine temperature information, and battery voltage information are read.
[0099]
Next, in step S19, misfire control is performed. The fuel control is performed so that a specific cylinder is misfired from the read information when an abnormal state such as over-rotation, overheating, oil empty, DES, or the like is detected in the operation state determination in step S12. is there. Next, the fuel pump and the oil pump are driven and controlled based on the determination whether the engine is rotating and the information from the level sensor of the oil tank (step S20). For fuel, the fuel pump is driven when the engine is running, and when the engine is stopped, the fuel pump is stopped. For oil, the oil is driven by driving the pump when the amount in the oil tank is small. To replenish.
[0100]
Next, in step S21, the cylinder deactivation operation is determined. This is a determination step for selecting a calculation processing map when it is determined in the above-described operation state determination step S12 that the idle cylinder operation is performed in a predetermined low load low rotation state. If the cylinder is not idle, the basic calculation of the ignition timing and the injection time and the correction calculation for each cylinder are performed using the normal operation map for the normal all cylinder operation (step S22). If the cylinder is in the idle cylinder operation state, the ignition timing and the injection time are calculated and the cylinder-by-cylinder correction calculation is performed using the cylinder idle map for cylinder idle operation in which the specific cylinder is deactivated (step S24).
[0101]
Next, in step S23, correction values for basic ignition timing and fuel injection are calculated in accordance with the operating conditions such as atmospheric pressure and trim angle. Subsequently, in step S25, a correction value associated with the feedback control of the oxygen concentration is calculated. At this time, the learning determination of the calculation information and the determination of the activation of the O2 sensor are performed. Further, in step S26, a control amount correction value is calculated based on the detection signal from the knock sensor in order to prevent engine burn-in and the like.
[0102]
Next, in step S27, correction values are added to the basic ignition timing and the control amount of fuel injection to calculate optimum ignition timing, injection time, and injection timing. Thereafter, in step S290, calculation for pre-engine stop control is performed. This is because, in step S12, when the main switch or the engine stop switch or the like is turned off and it is determined that the engine is stopped, only the ignition is stopped in consideration of restart and the fuel injection is continued for a predetermined time. It is a routine. Thus, the loop 2 routine is completed, and the process returns to the original operation state determination step S12.
[0103]
FIG. 15 shows the flow of the TDC interrupt routine. A marker is attached to the crankshaft so as to output a signal from each cylinder detecting means informing that the piston is at the top dead center in each cylinder when passing in the vicinity of each cylinder detecting means. The TDC interruption is a routine interrupted at any time in the main routine based on the input of TDC signals from the cylinders by the cylinder detecting means # 1 to # 6.
[0104]
First, the number of the cylinder to which the signal is input is determined (step S28). Next, by comparing the cylinder number with the cylinder number of the previous input signal, forward / reverse rotation of the engine with respect to the rotation direction to be operated is determined (step S29). If it is reversed, the engine is immediately stopped (step S33). If the engine is rotating normally, for example, the time interval between the # 1 and # 2 cylinders is counted and multiplied by 6 to calculate the engine rotation cycle (step S30). Subsequently, the rotational speed is calculated by calculating the reciprocal of this cycle (step S31). When this rotational speed is smaller than a predetermined rotational speed, the engine is stopped (steps S32 and 33).
[0105]
Next, in step S34, it is determined whether or not the input TDC interrupt signal is from a specific reference cylinder # 1. If the signal is from the reference cylinder # 1, it is determined whether or not the cylinder is in the idle cylinder operation (step S35). If the cylinder is in the idle cylinder operation, it is determined whether or not the pattern of the cylinder to be deactivated should be changed (step S37). ), The pattern is switched (step S38) or the process proceeds to step S39 without switching, and the cylinder resting operation information by the ignition control is set. When the interrupt signal is not from # 1 (step S34) or when the cylinder is not idle (step S35), the cylinder idle information is cleared or cleared (step S36), and the process proceeds to step S39, where the cylinder is closed by ignition control. Set driving information. Based on the ignition deactivation information, the ignition pulse of the cylinder to be ignited is set (step S40).
[0106]
Details of this ignition pulse set are shown in FIG. In the V-type 6-cylinder engine, the ignition timing obtained by the calculation is converted to a crank angle 60 degrees before the TDC, that is, how many times the reference is obtained, and divided by 0.8 to be rounded to the number of pulses. When a TDC signal of a cylinder that becomes TDC 60 degrees before is inputted, the data of the number of pulses rounded by the timer constituting the ignition output means 218 is held, and at the same time, the pulses from the crank angle detection means are subsequently changed to the timer. The number of pulses to be held is decremented by 1 every time the number of pulses reaches, and when the number of held pulses becomes zero, the ignition output means 218 sparks the spark plug 19.
[0107]
As shown in FIG. 1, this embodiment is directed to a 6-cylinder V-type 2-bank engine, with odd-numbered cylinders (# 1, 3, 5) arranged in the left bank and even-numbered cylinders. The cylinders (# 2, 4, 6) are arranged in the right bank. In order to control these cylinders for each bank, a separate timer is provided for each bank. When setting the number of crank angle pulses corresponding to the ignition timing in these timers, first, as shown in the figure, it is determined whether the cylinder number is even or odd, and depending on whether the cylinder number is even or odd, the corresponding ignition timing data is stored in each bank. (In the figure, the odd-numbered bank is timer 3 and the even-numbered bank is timer 4), and the ignition cylinder number is set.
[0108]
Thereafter, a cylinder for reducing the fuel injection amount in the fuel injection control for the idle cylinder to be misfired in the ignition control is set as dead cylinder information in the fuel injection control (step S41), and the fuel calculated for the idle cylinder to be misfired in the ignition control The injection pulse corresponding to each cylinder is set to the injection time corresponding to the fuel injection amount reduced from the injection control amount and the injection time corresponding to the fuel injection control amount calculated for the other cylinders (step) S42).
[0109]
When measuring the above-described engine cycle, if there is an input signal (TDC signal) from one cylinder, the TDC interrupt of FIG. 15 is performed accordingly, and the TDC cycle measurement timer is constant at the time of input of the TDC signal. Counting of the number of frequency pulses is started, and when the TDC signal of the next cylinder is input, it is reset and starts counting the next cylinder. In this case, when the count value exceeds a predetermined value, an overflow occurs and the count is reset. A timer overflow interrupt is executed when this overflow occurs, that is, when it is detected that the rotation is a low-speed rotation in which the cycle of the crank angle of 60 degrees is a predetermined time or more.
[0110]
FIG. 17 shows this overflow interrupt. When an overflow occurs, the number of times is first stored, and it is determined whether or not the engine is in a starting operation state. If the operation mode is in the starting state, the overflow is because the engine speed is low, and the operation is continued as it is. If it is not in the start mode, it is determined whether or not the TDC signal pulse has been lost, that is, it is an overflow because the TDC signal pulse has not been transmitted due to some trouble. If the engine is low, stop the engine. If there is a missing pulse, it is determined whether or not the overflow detection is the second time, and if it is the second time, the engine is stopped because the rotation is too low. As a result, the engine is always stopped when there is an abnormality in the signal transmission system at low speed.
[0111]
FIG. 18 shows an interrupt routine of the timers 3 and 4 corresponding to the aforementioned banks for setting the ignition timing of each cylinder. When an engine rotation signal (TDC signal) is input from each cylinder, the timers 3 and 4 are interrupted. First, the cylinder rest information for determining whether or not to perform the ignition cylinder closing operation because the engine is under a predetermined low speed and the misfire information regarding whether or not the ignition is misfired by detecting overheat or overrevo (over rotation) are read. Thereafter, a timer value corresponding to the ignition timing is set in the timer 3 or 4 corresponding to the cylinder number. After that, in the case of misfire due to dead-cylinder information or misfire information, the ignition process routine is not performed, so that the discharge to the spark plug is not performed even at the timing set by the timer, and the phase is delayed by 120 °. The cylinder ignition timing is read from the memory, the timing is set in the timer, and the process returns to the main flow. When not misfiring, the number of the cylinder to be ignited is read, and at the timing set by the timer, a pulse (HI) is output from the ignition output port of the ignition drive circuit of that cylinder to discharge the spark plug. The ignition time is set by a timer corresponding to the pulse width, or a loop that requires a predetermined time for execution is executed a predetermined number of times to obtain a required pulse width. After the predetermined ignition time has elapsed, the signal from the ignition output port is set to LOW, and the discharge of the spark plug is completed. If the ignition drive circuit is LOW active, the logic is reversed.
[0112]
The above is the structural configuration of the outboard motor engine to which the present invention is applied, the system configuration of the entire control system, and the flow of its operation.
[0113]
Embodiments of the present invention are further described below with reference to FIGS. In this embodiment, for the cylinders # 1 to # 6 of the above-described outboard motor 6-cylinder V-bank 2-cycle engine, an O2 sensor is provided with the # 1 cylinder as a reference cylinder, and O2 feedback control of the # 1 cylinder is performed. An example of idle cylinder control when performing O2 feedback control of the other cylinders # 2 to # 6 based on this is shown.
[0114]
FIG. 19 is a throttle opening diagram of the two-cycle engine according to this embodiment. K1 is the throttle opening of the present embodiment, and K2 is the throttle opening of the engine that does not perform the conventional cylinder deactivation operation. As shown in the figure, the engine of the present embodiment has an initial opening (fully closed position) in which the accelerator is not depressed at about 5.5 ° to 7 °, and a normal outboard engine has an angle of 3 ° to 4 °. Bigger than it is °. By increasing the initial opening in this manner, air easily flows particularly in the middle / low speed range, the air flow becomes smooth, and gas exchange in the cylinder is performed satisfactorily. If all such cylinders with a large initial opening are burned during medium-low speed range or medium-load low-load operation, the output becomes too large, so that the number of cylinders to be burned is reduced by providing idle cylinders under predetermined conditions. As a result, the load on the combustion cylinder is increased, gas exchange is smoothed, and irregular combustion is prevented.
[0115]
FIG. 20 is a flowchart of a cylinder deactivation determination routine for determining various conditions for performing cylinder deactivation operation in the present embodiment. This cylinder deactivation determination routine is a detailed flowchart of the cylinder deactivation determination step S21 in the main routine (FIG. 14) described above. First, it is determined whether or not the throttle opening is within a predetermined middle opening or low opening (step S401). This is to determine by reading the opening information of the throttle sensor recorded in the sensor information reading step S15 of the main routine. This predetermined range is a range of medium to low speed that is likely to cause irregular combustion in the engine. If not in such a range, normal all-cylinder operation is performed. Next, it is determined whether or not the engine speed is within a predetermined range of medium to low speed (for example, 2000 rpm) (step S402). The engine speed is determined by reading the data calculated and recorded in the memory based on the TDC signal from each cylinder as described above. Next, it is determined whether sudden acceleration or sudden deceleration is in progress (step S403). Such determination of sudden acceleration / deceleration is to determine the acceleration or deceleration state by detecting, for example, a change in the opening of the throttle sensor, a change in the rotational speed, or a change in the accelerator opening. During rapid acceleration / deceleration with a large rate of change, all-cylinder operation is performed to improve responsiveness. In particular, during rapid deceleration, all cylinder operation is performed to prevent engine stall.
[0116]
Next, it is determined whether or not the engine is in an operating state at the start or after the start (before warming up) (step S404). This is to determine by reading the read data of the starter switch operation (switch information reading step S14 of the main routine). In such a starting state, normal operation with all cylinders is performed in order to increase the number of explosions and achieve quick starting. Next, it is determined whether or not a warm-up operation is being performed (step S405). This is determined based on whether the engine temperature is equal to or higher than a predetermined value or whether a predetermined time has elapsed after starting. During the warm-up operation, all cylinder operation is performed without performing cylinder deactivation in order to quickly increase the engine temperature.
[0117]
Subsequently, it is determined whether or not misfire control is being performed (steps S406 to S407), and it is further determined whether or not the other engine is in cylinder deactivation operation during the two-device operation (step S409).
[0118]
The misfire control conditions are (i) overheat state, (b) overrevo state, (c) oil empty state, and (d) one of the engines (i) to (c) above during two-engine operation. This is the case where the DES is detected. (I) The misfire control in the overheated state is, for example, for the purpose of suppressing the rotation speed to 2000 rpm or less in order to suppress combustion and lower the temperature when engine overheating is detected by a bimetal switch provided in the cylinder head, It stops ignition of a specific cylinder. The over-revo state (b) is when the engine speed is high, for example, 6000 rpm or more. In this case as well, a specific cylinder is misfired to suppress the rotation. The oil empty state in (c) is to reduce the rotational speed in order to suppress oil consumption when the oil level in the oil tank in the cowling is reduced by the oil level switch. Even in the case of such an oil empty, the specific cylinder is misfired and the rotational speed is suppressed to, for example, 2000 rpm or less, thereby suppressing oil consumption. In particular, in the case of an outboard motor, a reliable return to the port is achieved with less oil.
[0119]
In addition, when two outboard motors are operated, when it is detected that one of the engines is in a state to be misfired, any of the above-mentioned (A) to (C), this state is It is detected by the detecting means (see FIG. 12) and a detection signal is sent to the arithmetic processing unit. In such a case, the other engine similarly performs misfire control to balance the operation of both engines. Therefore, when an abnormality in one engine is detected by the DES signal and misfire control is performed (NO in step S409), if the cylinder deactivation operation is further performed, the misfire cylinder by misfire control and the deactivation by deactivation control are performed. Since the consistency with the cylinders varies and causes an abnormal decrease in output, a control error, and the like, normal cylinder operation is performed without performing cylinder deactivation. However, the all-cylinder operation mentioned here is not actually performing ignition and fuel injection on all cylinders based on the control amount of the calculation result and burning all cylinders, but calculating the control amount for all cylinders. However, because of misfire control, the predetermined cylinder is in an operating state in which ignition is not performed.
[0120]
In addition, if one engine is in a cylinder deactivation operation in a two-engine operation, the other engine also performs a cylinder deactivation operation. If one engine is in a normal operation, the other engine is At the same time, normal operation is performed. Thereby, the balance of the output of two engines is maintained and the stable driving | running state is obtained. If the balance is not achieved, there will be a difference in propeller thrust between the two outboard motors, and the ship will turn, making it difficult to go straight.
[0121]
In the flowchart, the misfire control condition based on over-revo is not determined. This is because the idle cylinder control in the low-revolution region is not performed at a high rotational speed that causes over-revo. That is, the over-revo state is naturally excluded from the conditions of the engine speed range in step S402.
[0122]
FIG. 21 is a time chart showing an example of switching of the idle cylinder pattern showing the ignition timing and injection timing of each cylinder when the idle cylinder operation is performed while satisfying the various determination conditions described above. This example is a time chart when the first deactivated cylinder pattern when # 3 and # 6 are deactivated is switched to the second deactivated cylinder pattern when # 2 and # 5 are deactivated.
[0123]
P indicates a pulser signal (TDC signal) from each of the cylinders # 1 to # 6. The phase interval between each pulse is 60 °. The range indicated by R1 indicates the range of the # 3 and # 6 idle cylinder patterns (# 1, 2, 4, and 5 operation patterns), and the idle cylinder pattern is switched by the TDC signal of the # 1 cylinder at time t0. Thereafter, the idle cylinder control is performed according to the idle cylinder patterns of # 2 and # 5 (operation patterns of # 1, 3, 4, and 6) in the range indicated by R2.
[0124]
F1 to F6 represent fuel injection, and intermittent reduction injection is performed so that the cylinders # 3 and # 6 are indicated by dotted lines in the range of R1. In the range of R2 in which the pause cylinder pattern is switched, the cylinders # 2 and # 5 perform intermittent reduction injection. In this intermittently reduced injection, the reduced injection amount (injection amount with a short injection pulse width) is intermittently injected by providing an injection stop period at a predetermined interval with respect to the normal operation injection interval based on the TDC signal, for example. Is.
[0125]
P1 to P6 represent ignition output pulses. Similarly to the fuel injection described above, the output pulses of the # 3 and # 6 cylinders are stopped in the range of R1, and the output pulses of the # 2 and # 5 cylinders are stopped in the range of R2. Is done.
[0126]
U1 is a time chart of the ignition timing at the start of operation of the # 3 and # 6 cylinders that are switched from the deactivated state to the activated state by switching the deactivated cylinder pattern. The vertical axis corresponds to the ignition advance angle. In the range of R1 before switching, the ignition advance amount E1 is calculated by map calculation (however, since no ignition pulse is output, ignition is not actually performed). When the idle cylinder pattern is switched and enters the range of R2, first, the retard amount Z is added and corrected with respect to the basic ignition timing E2 after the cylinder specific correction by a predetermined map calculation. Subsequently, the predetermined advance amount Y is corrected after a predetermined delay time T1. This correction advance angle Y is repeated until the basic ignition timing E2 is reached at a constant interval T2. That is, for the cylinders # 3 and # 6 that start new combustion by switching the cylinder rest pattern, the ignition timing is once retarded at the time of switching, and then gradually gradually advanced by Y toward the target value E2. Rapid advance angle control is performed.
[0127]
U2 represents the ignition timing of the # 2 and # 5 cylinders. As shown in the figure, control is performed at a constant ignition timing calculated by a predetermined map calculation. For the cylinders # 2 and # 5, the ignition timing is the same before and after switching in the drawing, but the basic ignition timing after correction for each cylinder may change before and after switching. However, in this case, after switching, control is performed at a constant ignition timing, and the slow advance control is not performed as in the above-described # 3 and # 6 cylinders.
[0128]
In the above description, when the pause cylinder pattern is switched from # 3, # 6 to # 2, # 5, the slow timing control is performed for the ignition timings of the cylinders # 3, # 6 where combustion is newly started. Although an example has been described, the ignition timing control is similarly performed when switching the number of idle cylinders, for example, from 2 to 0, from 3 to 0, or from 4 to 0 and switching from cylinder idle operation to all cylinder operation in which all cylinders are burned. Do. When switching from cylinder deactivation operation with cylinders # 3 and # 6 to full cylinder operation with all cylinders combusting, the ignition timings of cylinders # 3 and # 6 that newly start combustion are also set to the ignition timing at the time of switching. Is slowly retarded, and thereafter, gradually retarded so that the angle is gradually advanced by Y toward the target value E2. The same applies when the number of idle cylinders is changed from, for example, 2 to 1, from 3 to 2 or 1, from 4 to 3, or from 2 or 1. When the number of idle cylinders is changed from # 3 and # 6 to # 3 only, the ignition timing of # 6 is slowed so that the ignition timing is once retarded at the time of switching, and then gradually advanced by Y toward the target value E2. Delay angle control.
[0129]
As a result, it is possible to suppress the strong combustion caused by starting the ignition of the cylinder that has injected the fuel but has not been ignited, and can smoothly switch the operation state. In particular, in a two-cycle engine, residual gas cannot be completely discharged by gas exchange by scavenging and exhausting, and each combustion cycle is ignited with a mixture of residual gas and fresh air from the previous cycle. . That is, in the steady state, combustion is slightly suppressed due to the residual gas. On the other hand, in the idle cylinder, the residual gas of the previous cycle is 0, and when entering the combustion cycle from this state, the gas temporarily burns intensely. However, since the angle is once retarded as described above, combustion can be suppressed and the operation state can be switched smoothly.
[0130]
W1 and W2 indicate the fuel injection widths for the # 3 and # 6 cylinders and the # 2 and # 5 cylinders, respectively. For # 3 and # 6, before the pattern switching, the injection width reduced by X1 by the cylinder specific correction calculation corresponding to the pattern is calculated with respect to the basic injection width and is intermittently output. As a result, intermittent reduction injection is performed as described above. After pattern switching, since intermittent reduction is not performed, an output with a constant continuous injection width is obtained. Similarly, for the # 2 and # 5 cylinders, the injection amount reduced by X2 by the cylinder specific correction after the pattern switching is intermittently output.
[0131]
FIG. 22 is a flowchart of a fuel injection amount calculation routine. As shown in the drawing, the common injection amount q0 of each cylinder is first calculated, and the correction injection time Δq3 by O2 feedback control is added to q0 to calculate the fuel injection time q1 of the # 1 cylinder which is the reference cylinder. This q1 is controlled so as not to exceed a certain upper limit value. That is, if q1 is too large, the injection time will exceed the output interval of the TDC signal at the time of high engine rotation, and the injector will remain in the injection state, which will affect the injection amount by the calculation based on the next TDC signal. It is.
[0132]
Further, for the cylinders # 2 to # 6, a common value calculation correction amount Δq4 by O2 feedback control is added to q0 to calculate the common injection time qT of # 2 to # 6. Next, the fuel injection time q (n) for each cylinder is calculated by adding the corrected injection time ΔqE (n) (n = 2 to 6) by the cylinder specific correction to this qT. This q (n) is set so as not to exceed a predetermined upper limit value as in the case of the above-described # 1 cylinder.
[0133]
FIG. 23 is a flowchart of a routine for calculating the fuel injection amount during cylinder deactivation control. When cylinder deactivation control is performed, the common injection time qT of # 2 to # 6 is calculated in the same manner as the routine of FIG. 22, and the injection time q (n of cylinders # 2 to # 6 is further calculated by the cylinder specific correction calculation. ) Is calculated. Thereafter, it is determined whether or not the calculated cylinder is a deactivated cylinder (step S601). If it is a deactivated cylinder, it is further determined whether or not it is in a deactivated cycle (step S602). This is to determine whether or not the cylinder is in an intermittent fuel stop period when the control is performed to intermittently inject the reduced fuel or the normal fuel as described above, even if the cylinder is inactive. When it is not a deactivation cycle, that is, when it is a deactivation cylinder and fuel injection is performed, a new fuel injection time q (n) (n = 2) is added by adding a correction amount Δq5 during intermittent injection when the cylinder is deactivation. To 6) are calculated (step S603). In this way, the fuel injection time q (n) is calculated for the idle cylinder, and this is set to a predetermined upper limit value or less, and the routine is terminated.
[0134]
FIG. 24 is a flowchart of an ignition timing calculation routine. As shown in the figure, a correction ΔS1 based on the engine temperature, a correction ΔS2 based on the atmospheric pressure, and a pulsar delay correction ΔS3 due to a delay for passing through the interface circuit are added to the ignition timing SP calculated by the basic map calculation. Then, the common ignition timing S0 of each cylinder is calculated (step S604). This S0 is set as the ignition timing S1 of the # 1 cylinder (step S604). Further, the cylinders # 2 to # 6 are corrected by the cylinder specific correction calculation, and the cylinder specific ignition timing S (n) (n = 2 to 6) is calculated. In step S605, # 1 cylinder may be corrected by O2 feedback control, and in step S606, correction may be performed by representative value calculation of O2 feedback control.
[0135]
FIG. 25 is a flowchart of an ignition timing control calculation routine during cylinder deactivation. After calculating the ignition timing for the first cylinder # 1, it is determined in the cylinder specific correction calculation whether each cylinder is at rest (step S607). If the engine is at rest, the retard amount ΔS4 based on the correction map for cylinder deactivation control is added to the basic ignition timing calculation value S0 to calculate the ignition timing for each cylinder (step S609), and the various operating states are mapped as parameters. The calculated cylinder specific correction value ΔSE (n) is added to calculate the final cylinder specific ignition timing S (n) (step S611).
[0136]
On the other hand, if the cylinder is not a deactivated cylinder in step S607, it is determined whether the cylinder was a deactivated cylinder in the previous routine (step S608). In the case of YES, that is, when the cylinder that has been stopped starts operation by switching the cylinder deactivation pattern or switching from cylinder deactivation operation to all cylinder operation, the ignition timing is once retarded as described above. Thereafter, a slow advance angle control for gradually advancing is performed (step S612).
[0137]
In this slow advance control, as described above, the fuel may be injected intermittently and in a reduced amount, or the fuel injection amount as a whole by performing only the intermittent injection without reducing the amount. You may lose weight. Alternatively, the fuel for the deactivated cylinder may be reduced by continuously injecting the reduced fuel.
[0138]
Further, control is performed so that the control amount of the ignition timing and the control amount of the fuel injection amount, which are calculated in accordance with the switching of the idle cylinder pattern, match each other and an optimal combustion state is obtained in the operating state. Further, when the number of operating cylinders increases or decreases depending on the cylinder resting pattern, the retard amount or the advance amount of the slow advance angle is set according to the number of cylinders to be increased or decreased. In this case, the ignition timing may be controlled for each cylinder, or only one cylinder may be calculated, and the other cylinders may be aligned with each other or a predetermined constant may be obtained from a map and added or multiplied. May be.
[0139]
【The invention's effect】
As described above, according to the present invention, when performing the deactivated cylinder control, when the deactivated cylinder resumes operation, the ignition timing is once retarded and then gradually advanced to perform the normal map calculation. Since the ignition timing is restored to, the strong combustion at the start of combustion based on the rest of the injected fuel is prevented, and the combustion in the transition period such as when switching the rest cylinder pattern or changing from rest cylinder operation to all cylinder operation Disturbances and rotation fluctuations are prevented, and stable engine rotation is achieved.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a main part of an outboard motor to which the present invention is applied.
FIG. 2 is a plan view of the engine of FIG.
3 is a configuration diagram including a fuel system of the outboard motor of FIG. 1. FIG.
4 is a side external view of the outboard motor of FIG. 1. FIG.
FIG. 5 is a detailed view of the left bank of the engine of FIG. 1;
6 is an explanatory diagram of an exhaust passage of the engine of FIG. 1. FIG.
7 is a configuration diagram including an intake system of the engine of FIG. 1; FIG.
FIG. 8 is a configuration diagram of an exhaust sensor used for engine control in FIG. 1;
FIG. 9 is an explanatory diagram of another example of attachment of the exhaust sensor.
FIG. 10 is a configuration diagram of a transmission mechanism to an outboard motor propeller shaft.
FIG. 11 is a configuration diagram of a main part of a shift mechanism of an outboard motor.
FIG. 12 is a system block diagram according to an embodiment of the present invention.
FIG. 13 is a block diagram of control means according to an embodiment of the present invention.
FIG. 14 is a flowchart of a main routine according to an embodiment of the present invention.
FIG. 15 is a flowchart of a TDC interrupt in the main routine of FIG.
16 is a detailed flowchart of the ignition pulse set shown in FIG.
FIG. 17 is a detailed flowchart of timer overflow in the routine of FIG. 14;
FIG. 18 is an interrupt flow diagram of an ignition timing control timer in the routine of FIG.
FIG. 19 is an explanatory diagram of a throttle opening in a cylinder deactivation operation.
FIG. 20 is a flowchart for determining conditions for cylinder deactivation operation;
FIG. 21 is a time chart of cylinder deactivation operation.
FIG. 22 is a flowchart of a calculation routine for fuel injection control.
FIG. 23 is a flowchart of fuel injection control during cylinder deactivation operation.
FIG. 24 is a flowchart of a calculation routine for ignition timing control.
FIG. 25 is a flowchart of ignition timing control during cylinder deactivation operation.
[Explanation of symbols]
1: Engine
2: Left bank
3: Right bank
4: Cylinder body
5: Exhaust port
6: Exhaust pipe
7: Cowling
8: Upper casing
9: Lower casing
13: Main exhaust port
14: Exhaust sensor
21: Crankshaft
25: Throttle valve
26: Injector

Claims (5)

In a cylinder deactivation control method in which combustion of a predetermined cylinder among a plurality of cylinders is stopped in a predetermined operation state, when the cylinder that has been deactivated starts combustion, the ignition timing of the cylinder is once retarded. A cylinder deactivation control method that performs slow advance control that gradually advances to a target value ,
The idle cylinder performs intermittent reduction injection in the idle state R1, and when the idle state shifts from the idle state R1 to the operating state R2, the addition is corrected by the retard amount Z with respect to the basic ignition timing E2, and then is corrected by the predetermined advance amount Y. The correction advance amount Y is repeated at a constant interval T2 until the basic ignition timing E2 is reached, and when the number of operating cylinders increases or decreases, the retard amount of the slow advance angle or A cylinder deactivation control method for an internal combustion engine, wherein an advance amount is set .   2. The cylinder deactivation control method for an internal combustion engine according to claim 1, wherein the deactivation cylinder has a plurality of deactivation cylinder patterns, and the slow advance angle control is performed when the deactivation cylinder pattern is switched.   2. The internal combustion engine according to claim 1, wherein the slow-advance control is performed when the cylinder deactivation operation state is switched to the all-cylinder operation state, or when the number of deactivation cylinders decreases or when the deactivation cylinder changes. Engine cylinder deactivation control method. A cylinder deactivation control program for stopping combustion of a predetermined cylinder among a plurality of cylinders in a predetermined operation state, the program being switched from a cylinder deactivation operation state to an all-cylinder operation state; When switching or when the number of deactivated cylinders is reduced, it is configured to perform slow advance control in which the ignition timing of a cylinder that newly starts combustion is once retarded and then gradually advanced to a target value. Cylinder deactivation control device,
The idle cylinder performs intermittently decreasing injection in the idle state R1, and when it shifts from the idle state R1 to the operating state R2, it is added and corrected by the retard amount Z with respect to the basic ignition timing E2, and then is corrected by the predetermined advance amount Y. The correction advance amount Y is repeated at a constant interval T2 until the basic ignition timing E2 is reached. When the number of operating cylinders increases or decreases, the retard amount of the slow advance angle or the amount of increase or decrease depends on the number of cylinders to be increased or decreased. A cylinder deactivation control device for an internal combustion engine, wherein an advance amount is set . An operating state detecting unit, an arithmetic processing unit that calculates a control amount of the ignition timing of each cylinder according to a detection result of the detecting unit, and combustion of a predetermined cylinder among a plurality of cylinders in a predetermined operating state There is a cylinder deactivation control program that stops, and this program starts new combustion when switching from the cylinder deactivation operation state to the all cylinder operation state, or when the deactivation cylinder is switched or the number of deactivation cylinders decreases. A multi-cylinder internal combustion engine configured to perform slow-advance control in which the ignition timing of a cylinder to be temporarily retarded and then gradually advanced to a target value ,
The idle cylinder performs intermittent reduction injection in the idle state R1, and when the idle state shifts from the idle state R1 to the operating state R2, the addition is corrected by the retard amount Z with respect to the basic ignition timing E2, and then is corrected by the predetermined advance amount Y. The correction advance amount Y is repeated at a constant interval T2 until the basic ignition timing E2 is reached. When the number of operating cylinders increases or decreases, the retard amount of the slow advance angle or the amount of increase or decrease depends on the number of cylinders to be increased or decreased. A multi-cylinder internal combustion engine characterized by setting an advance amount .

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