JPH1082334A - Control device of cylinder resting engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: Generation of torque shock is prevented by carrying out resting and resting release of each cylinder with constant regularity even when a driving state of an engine changes. SOLUTION: Solenoid valve ON timing is set by preceding by change-over responding time from change-over reference timing in consideration of responsive delay of rising of hydraulic pressure in case of changing full cylinder operation over to cylinder resting operation by supplying hydraulic pressure to a cylinder resting mechanism of each cylinder by a solenoid valve. The change-over responding time is variable, and it is set by map retrieval with engine speed, hydraulic pressure and oil temperature as parameter. Consequently, it is possible to raise hydraulic pressure within a regularity establishing region set between a valve lift of a #3 cylinder and a valve lift of a #1 cylinder and to carry out cylinder resting with regularity in sequence of #1 cylinder to #2 cylinder to #3 cylinder.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a cylinder deactivated engine provided with a cylinder deactivation mechanism for switching between a full cylinder operation for operating all of a plurality of cylinders and a cylinder deactivation operation for deactivating some of the cylinders. In particular, the present invention relates to a control device for appropriately setting the switching timing between the all-cylinder operation and the closed-cylinder operation to prevent the occurrence of torque shock.

[0002]

2. Description of the Related Art A cylinder deactivated engine that switches between full cylinder operation and closed cylinder operation by holding intake and exhaust valves of some cylinders of a multi-cylinder engine in a closed state and deactivating the cylinders is known. For example, it is known from JP-A-63-154810.

[0003] In the conventional cylinder deactivation engine, in order to prevent the cylinder deactivation mechanism from operating when the valve is not seated and the valve is not opened to generate abnormal noise, the cylinder is deactivated only when the valve is seated and the valve is closed. A trigger mechanism that allows the operation of the pause mechanism is provided.

[0004]

By the way, in such a cylinder deactivated engine, the occurrence of torque shock is prevented by controlling the intake air amount, ignition timing, fuel injection amount, and the like when switching between all-cylinder operation and cylinder-stop operation. Therefore, it is necessary to give a certain regularity to the order in which a plurality of cylinders are stopped or the order in which the stop is canceled. However,
In the case of controlling the cylinder deactivation mechanism by hydraulic pressure, the time from when the solenoid valve is opened to supply the hydraulic pressure to the cylinder deactivation mechanism to when the cylinder deactivation mechanism actually operates varies depending on the hydraulic pressure and oil temperature. It is difficult to maintain the regularity.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned circumstances, and makes it possible to perform deactivation and deactivation of each cylinder with a constant regularity even when the operating state of the engine changes, thereby preventing the occurrence of torque shock. The purpose is to do.

[0006]

According to the first aspect of the present invention, when the control means drives the solenoid valve, the supply / cutoff of the hydraulic pressure to / from the cylinder deactivation mechanism is performed, and the switching between the all-cylinder operation and the cylinder-stop operation is performed. Done. At this time, since the control means sets the drive timing of the solenoid valve based on the operating state of the engine detected by the operating state detecting means, it is possible to prevent the occurrence of torque shock by operating the cylinder deactivating mechanism at an appropriate timing. it can.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described based on embodiments of the present invention shown in the accompanying drawings.

FIGS. 1 to 8 show an embodiment of the present invention. FIG. 1 is a plan view of an engine mounted on a vehicle, FIG. 2 is a plan view of a cylinder head of a right bank, and FIG. 4 is an explanatory diagram of the operation of the trigger, FIG. 5 is a flowchart for explaining the operation, FIG. 6 is a map for searching for a switching response time when switching from all-cylinder operation to closed cylinder operation, and FIG. 7 is a closed cylinder Driving →
Map for retrieving switching response time when switching all cylinders, FIG.
Is a time chart for explaining the operation.

[0009] As shown in FIG. 1, an engine E mounted in vertically in the front part of the vehicle body of an automobile is a V-type 6-cylinder engine, # 1 cylinder C ₁ to the right bank B _R, # 2 cylinder C ₂ , ♯
Provided with a third cylinder C _3, the left bank B _L in ♯4 cylinder C _4, # 5 cylinder C _5, it comprises a ♯6 cylinder C _6. During low load of the engine E, # 1 cylinder C ₁ in the right bank B _R, # 2
Cylinder C _2, # 3 left bank to suspend the operation of the cylinder C ₃ B _L
Of ♯4 cylinder C _4, # 5 cylinder C _5, is performed cylinder operation for operating only ♯6 cylinder C _6, when a high load of the engine E,
♯1 all cylinders operation to drive all the cylinders C ₁ ~♯6 cylinder C ₆ is performed.

Next, referring to FIGS. 2 and 3, the right bank B
♯1 cylinder C ₁ for _R, # 2 cylinder C _2, illustrating the structure of a valve operating mechanism of ♯3 cylinder C _3.

[0011] As shown in FIG._ROf $ 1
Tube C₁, $ 2 cylinder C_Two, $ 3 cylinder C _ThreeEach has a cylinder
Although the pause mechanisms 11 are provided, their structures are the same.
Therefore, as a representative, the # 1 cylinder C₁Cylinder deactivation mechanism 11
Will be described. Along the length of the cylinder head
The arranged camshaft 12 is connected to a crankshaft (not shown).
Half of the crankshaft connected to the shaft
Driven by numbers. The left and right sides of the camshaft 12
Air rocker shaft 13i and exhaust rocker shaft 13
e are supported in parallel.

As is clear from FIG. 3, the camshaft 1
2, an intake cam 14i and an exhaust cam 14e are provided adjacent to each other.
e, a pair of resting cams 1 having only base circles on both sides
5, 15 are provided. An intake rocker arm 16i and a pair of resting rocker arms 17, 17 located on both sides of the intake rocker shaft 13i are pivotally supported on the intake rocker shaft 13i so as to be freely swingable. Are provided at the base end of the rocker arms 17 and 17, and rollers 19 and 19 are provided at the base end of the rocker arms 17 and 17 for abutment. And a pair of the rocker arms for suspension 17, 1
Tip 7, a pair of intake valves of the first cylinder C ₁ 20i, 20
Contact the stem end of i.

Two first pistons 21 and 21 and second pistons 22 and 22 and stopper pins 23 and 23 are respectively inserted into cylinder holes which coaxially penetrate the intake rocker arm 16i and the pair of rest rocker arms 17 and 17. 23 is slidably supported. The first pistons 21 and 21 are arranged back to back inside the cylinder hole of the intake rocker arm 16i, and are driven in directions away from each other by oil pressure supplied from an oil passage 24i formed inside the intake rocker shaft 13i. A pair of second pistons 22, 22 disposed outside the first pistons 21, 21 are provided with a cylinder hole of the intake rocker arm 16 i and the rocker arm 1 for suspension.
It is possible to move between a connection position straddling the cylinder holes 7 and 17 and a connection release position extruded from the cylinder holes of the intake rocker arm 16i into the cylinder holes of the suspension rocker arms 17 and 17. A pair of stopper pins 23, 23 disposed further outside the second pistons 22, 22 and housed in the cylinder holes of the rocker arms 17, 17, for suspension.
Is the second piston 2 with springs 25 and 25, respectively.
2 and 22 are urged in the direction of contact.

Two first pistons 21, 21 and second pistons 22, 22, and stopper pins 23, 22 are respectively inserted into cylinder holes which coaxially penetrate the exhaust rocker arm 16e and the pair of pause rocker arms 17, 17. 23 is slidably supported. The first pistons 21 and 21 are arranged back to back inside the cylinder hole of the exhaust rocker arm 16e, and are driven in directions away from each other by oil pressure supplied from an oil passage 24e formed inside the exhaust rocker shaft 13e. A pair of second pistons 22, 22 arranged outside the first pistons 21, 21 are provided with a cylinder hole of the exhaust rocker arm 16 e and the rocker arm 1 for suspension.
It is possible to move between a connection position straddling the cylinder holes 7 and 17 and a connection release position extruded from the cylinder holes of the intake rocker arm 16i into the cylinder holes of the suspension rocker arms 17 and 17. A pair of stopper pins 23, 23 disposed further outside the second pistons 22, 22 and housed in the cylinder holes of the rocker arms 17, 17, for suspension.
Is the second piston 2 with springs 25 and 25, respectively.
2 and 22 are urged in the direction of contact.

The movement of the second piston 22, which couples or uncouples the intake rocker arm 16i and the exhaust rocker arm 16e to and from the rest rocker arm 17, moves forward and backward in conjunction with the swing of the intake rocker arm 16i and the exhaust rocker arm 16e. It is regulated by the trigger 27. That is, when the second piston 22 is in the connected position shown in FIG. 4 (A), the trigger 27 will restrict the movement of the first piston 21 engages the first engagement groove 21 of the _first piston 21 Therefore, the second piston 22 is also fixed at the connection position. When the lift of the intake rocker arm 16i and the exhaust rocker arm 16e in the valve opening direction (swinging in the direction of opening the intake valve 20i and the exhaust valve 20e) reaches the lift off the trigger, the trigger 27 moves backward in the direction of the arrow. First
Detached from the piston 21: first engagement groove 21 ₁ of the first piston 21 ... it becomes a movable state. Also, when the second piston 22 is at the connection release position shown in FIG.
The trigger 27 is engaged with the _second locking groove 212 of the first piston 21 to restrict the movement of the first piston 21. Therefore, the second piston 22 is also fixed at the disengaged position. The intake rocker arm 16i and the lift of the valve opening direction of the exhaust rocker arm 16e reaches the trigger off the lift, the trigger 27 is disengaged from the ₂ first piston 21: second engagement groove 21 of the set back in the direction of the arrow, The first pistons 21 are movable.

In FIG. 2, oil passages 26i and 26e provided in the intake rocker shaft 13i and the exhaust rocker shaft 13e are oil passages for supplying oil to the hydraulic tappet.

With the above configuration, the intake rocker shaft 1
When the oil pressure is not supplied to the oil passage 24i of 3i, the pair of second pistons 22, 22 urged by the resilient force of the springs 25, 25 are at the connection position shown in FIG.
The intake rocker arm 16i is integrally connected to the pair of pause rocker arms 17,17. Accordingly, when the intake rocker arm 16i, in which the roller 18i abuts on the intake cam 14i provided on the camshaft 12, swings around the intake rocker shaft 13i, the pair of resting rocker arms 17, 17 integrally connected therewith. It swings to open and close the intake valves 20i, 20i. Intake valves 20i, 20i
When the lifter lifts, the rollers 19, 19 of the pause rocker arms 17, 17 move the suspension cam 1 consisting of a base circle.
Separates from 5,15.

Oil passage 24i of intake rocker shaft 13i
When the intake rocker arm 16i swings to the lift off the trigger, the trigger 27, 2
7 is disengaged from the first locking grooves 21 ₁ , 21 ₁ , and the first pistons 21, 21, the second pistons 22, 22 and the stopper pins 23, 23 oppose the springs 25, 25 (FIG. 4B).
, The second pistons 22, 22 reach the disconnection position, and the connection between the intake rocker arm 16i and the suspension rocker arms 17, 17 is released. As a result, the swing of the intake rocker arm 16i is not transmitted to the suspension rocker arms 17, 17, and the suspension rocker arms 17, 19 in which the rollers 19, 19 abut against the suspension cams 15, 15 having only the base circle. , 17 stop swinging, and the intake valves 20i, 20i are kept closed.

Oil passage 24i of intake rocker shaft 13i
When the intake rocker arm 16i swings to the lift off the trigger, the triggers 27, 27
Is disengaged from the second locking grooves 21 ₂ , 21 ₂ and the first piston 2
1, 21; second pistons 22, 22, and stopper pins 2
3 and 23 show the resilience of the springs 25 and 25, respectively.
, The second pistons 22, 22 reach the connection position, and the intake rocker arm 16i and the suspension rocker arms 17, 17 are connected. As a result, the swing of the intake rocker arm 16i is reduced by the suspension rocker arms 17,17.
The intake valves 20i, 20i are driven to open and close again as the intake rocker arm 16i swings.

Although the operation of the intake valves 20i, 20i has been described above, the operation of the exhaust valves 20e, 20e is also substantially the same, and a duplicate description thereof will be omitted.

As is apparent from FIG. 2, the oil pump 41 driven by the engine E includes an oil passage 42 connected to the lubrication system of each part of the engine E and an oil passage 2 of the cylinder deactivation mechanism 11.
Oil is supplied to the oil passage 43 connected to the oil passages 4i and 24e and the oil passage 44 connected to the oil passages 26i and 26e of the hydraulic tappet. Oil passages 43i, 43 branching bifurcated from an oil passage 43 extending from the oil pump 41 and continuing to an oil passage 24i of the intake rocker shaft 13i and an oil passage 24e of the exhaust rocker shaft 13e.
e are provided with solenoid valves 45i and 45e, respectively. The solenoid valves 45i and 45e are normally closed valves. When the solenoid is excited, the valves are opened and the cylinder deactivation mechanism 1 is opened.
1 ... is operated, it is possible to pause the operation of # 1 cylinder C ₁ ~ # 3 cylinder C _3.

[0022] from the hydraulic detecting means S ₁ to the oil pump 41 detects a pressure P _OIL of the oil ejection signal and, from an oil temperature detecting means S ₂ for detecting the oil temperature T _OIL of the oil the oil pump 41 is discharged a signal, a signal from an engine rotational speed detecting means S ₃ for detecting the engine speed Ne is input to the electronic control unit U comprising a microcomputer, an electronic control unit U the hydraulic P _oIL, oil temperature T
The operation of the solenoid valves 45i and 45e is controlled based on the _OIL and the engine speed Ne.

Next, the operation of the embodiment of the present invention having the above-described configuration will be described.

The engine E has a higher load than a low load.
Operation with high thermal efficiency is possible.
Right bank B_L, B_R# 1 cylinder C₁~ # 6 cylinder C₆of
All cylinders are operated.
B_R$ 1 cylinder C₁, $ 2 cylinder C_Two, $ 3 cylinder C_ThreeNo luck
Pause and turn left bank B_L$ 4 cylinder C_Four, $ 5 cylinder C
_Five, $ 6 cylinder C₆By driving only
Cylinder C_Four, $ 5 cylinder C _Five, $ 6 cylinder C₆The load borne by
Cylinder operation to increase the ratio of
The thermal efficiency of the heat exchanger E can be improved. In this embodiment,
In the region in which the cylinder operation is performed, the engine speed Ne is 10
The region is not less than 00 rpm and not more than 3500 rpm.

[0025] In the flowchart of FIG. 5, first, detects the engine speed Ne by the engine rotation speed detecting means S ₃ at step S1, the engine speed Ne is 1000rpm or more at step S2, it is in the following cylinder deactivation operation region 3500rpm For example, in step S3, the oil pressure detecting means S ₁
The oil pressure P _OIL and oil temperature T _OIL of the oil discharged from the oil pump 41 are detected by the oil temperature detecting means S ₂ . Then, in step S4, the engine speed Ne and the oil pressure P _OIL
A map search is made for the switching response time T based on the oil temperature T _OIL and the oil temperature T _OIL .

The map shown in FIG. 6 shows that the engine speed Ne is 3
It is applied when switching from a state of 500 rpm or more to a state of less than 500 rpm and switching from all-cylinder operation to closed cylinder operation,
A switching response time T (crank angle converted value) corresponding to the oil pressure P _OIL and the oil temperature T _OIL is set. The switching response time T in this case is set to be longer as the oil pressure P _OIL is lower and the oil temperature T _OIL is lower. The map of FIG. 7 is applied when the engine speed Ne shifts from a state of less than 3500 rpm to the above state and switches from the cylinder-stop operation to the all-cylinder operation. In this case, the switching response time T is: hydraulic P _{OI L} is high, and oil temperature T _oIL is set to be longer at a lower region.

When the switching response time T is searched in the map in this manner, the solenoid valves 45i and 45e are driven at a timing preceding the switching reference time described later by the switching response time T. As a result, when switching from the all-cylinder operation to the closed cylinder operation, the solenoid valves 45i and 45e
Is turned on, hydraulic pressure is supplied to the cylinder deactivation mechanisms 11..., The intake rocker arm 16 i and the exhaust rocker arm 16 e are disconnected from the deactivated rocker arms 17, and the # 1 cylinders C ₁ to # ₃ are deactivated. Conversely, when switching from the cylinder-stop operation to the all-cylinder operation, the solenoid valves 45i and 45e are turned off to shut off the supply of the hydraulic pressure to the cylinder deactivation mechanisms 11. 17 ... are joined to the # 1 cylinder C ₁ ~ # 3 cylinders C ₃ operates. When switching from all-cylinder operation to closed-cylinder operation, or when switching from closed-cylinder operation to all-cylinder operation, switching is performed in the order of # 1 cylinder C ₁ → # 2 cylinder C ₂ → # 3 cylinder C _3. Regularity is established. Hereinafter, the operation will be described in more detail.

FIG. 8 shows the solenoid valves 45i and 45e.
Is turned on to show a time chart when switching from all-cylinder operation to closed cylinder operation is performed. In order to switch in the order of # 1 cylinder C ₁ → # 2 cylinder C ₂ → # 3 cylinder C ₃ , it is set between the lift of # 3 cylinder C ₃ and the subsequent lift of # 1 cylinder C _1. Within the regularity established region, the cylinder deactivation mechanism 11
It is necessary to start up the hydraulic pressure enough to overcome the springs 25, 25.

Specifically, the starting point a of the regularity establishment region is
# 3 cylinder C_ThreeEnd of lift off trigger
And the end point b of the regularity establishment region is # 1 cylinder
C₁Set when the off-trigger lift begins
Have been. The hydraulic pressure P at the start point a is
If it is less than the set load of 5, 25, # 3 cylinder C _Three
Of the first pistons 21 and 21 (that is, the second piston 2
2 and 22) do not move and reach the end point b.
Hydraulic pressure is higher than the lift load of the spring 25
If available, # 1 cylinder C_ThreeTriggers 27, 27 come off
The first pistons 21 and 21 (that is, the second piston 2
2, 22) will move. Therefore, the above tie
If the hydraulic pressure is started by mining, # 1 cylinder C₁From # 1
Tube C₁→ # 2 cylinder C_Two→ # 3 cylinder C_ThreeTrigger in order
Remove # 27 and # 27, Cylinder # 1₁→ # 2 cylinder C_Two→ # 3
Cylinder C_ThreeTo perform regular cylinder deactivation in the order of
Can be.

The switching response time T from when the solenoid valves 45i and 45e are turned ON to when the oil pressure rises varies depending on the operating state of the engine E. However, solenoid valves 45i, the timing of turning ON the 45 e, and set by the switching response time T with respect to the # 1 cylinder C ₁ triggers off timing of the lift begins (b point), and the engine speed as a switching response time T By adopting a map value using Ne, the oil pressure P _OIL and the oil temperature T _OIL as parameters, the oil pressure is accurately started in the regularity establishment region, and the # 1 cylinder C ₁ → # 2 cylinder C ₂ → # 3 cylinder C ₃
In this order, the cylinder can be regularly stopped.

In order to prevent the occurrence of torque shock when switching between all-cylinder operation and closed-cylinder operation, the intake air amount, ignition timing, fuel injection amount, etc. are controlled in synchronization with the switching. At this time, by maintaining the regularity of the switching as described above, the timing of switching between the all-cylinder operation and the closed-cylinder operation and the timing of changing the intake air amount, the ignition timing, the fuel injection amount, and the like are accurately harmonized, and the torque The generation of shock can be effectively prevented.

Although the switching from the all-cylinder operation to the closed-cylinder operation has been described above, the switching from the closed-cylinder operation to the all-cylinder operation is similarly performed based on the switching response time T retrieved from the map shown in FIG. Can be.

While the embodiments of the present invention have been described in detail above, various design changes can be made in the present invention without departing from the gist thereof.

For example, in the embodiment, the switching response time T is determined using the engine speed Ne, the oil pressure P _OIL and the oil temperature T _OIL as parameters, but other arbitrary parameters indicating the operating state of the engine E may be used. it can.

[0035]

As described above, according to the first aspect of the present invention, the control means sets the drive timing of the solenoid valve based on the operating state of the engine detected by the operating state detecting means. , The cylinder deactivation mechanism can be operated at an appropriate timing regardless of the operation state. As a result, it is possible to give a predetermined regularity to the deactivation and deactivation of the cylinder, and effectively prevent the occurrence of torque shock.

[Brief description of the drawings]

FIG. 1 is a plan view of an engine mounted on a vehicle.

FIG. 2 is a plan view of a cylinder head in a right bank.

FIG. 3 is an enlarged view of a main part of FIG. 2;

FIG. 4 is an explanatory diagram of an operation of a trigger.

FIG. 5 is a flowchart illustrating an operation.

FIG. 6 is a map for searching for a switching response time when switching from all-cylinder operation to cylinder-stop operation.

FIG. 7 is a map for searching for a switching response time when switching from cylinder-stop operation to all-cylinder operation.

FIG. 8 is a time chart for explaining the operation.

[Explanation of symbols]

11 cylinder halting mechanism 45i solenoid valve 45e solenoid valve C ₁ -C ₆ cylinder E engine S ₁ hydraulic detection means (operating condition-detecting means) S ₂ oil temperature detection means (operating condition-detecting means) S ₃ engine speed detecting means (operation State detection means) U Electronic control unit (control means)

Claims (1)

[Claims] 1. A plurality of cylinders (C ₁ -C ₆₎ the all-cylinder operation and the cylinder (C ₁ -C ₆₎ of the hydraulic switching between cylinder deactivation operation to pause a part of the working operating the whole A cylinder deactivation mechanism (11) and a solenoid valve (45i, 45i) for controlling supply / interruption of hydraulic pressure to the cylinder deactivation mechanism (11)
e), and a control device for a cylinder deactivated engine including control means (U) for controlling driving of the solenoid valves (45i, 45e), wherein the control means (U) includes an operating state detecting means (S ₁ ,
S _2, S ₃₎ and sets the drive timing of the solenoid valve (45i, 45 e) based on the operating conditions of the engine detected (E), the control device of the variable displacement.