JPS5844240A - Output compensator for engine controlled of number of working cylinders - Google Patents

Abstract

PURPOSE:To change the number of working cylinders in a wide range of operation without deteriorating the operation performance, by controlling the degree of opening of a secondary throttle valve not directly interlocked with an accelerator pedal. CONSTITUTION:A three-way changeover valve 29 is regulated by a control signal S2 from an idle cylinder control circuit 1 depending on the operating condition of an engine so that the negative intake pressure is conducted to a chamber 25 to put some cylinders out of operation or the atmospheric pressure is conducted to the chamber to cause all the cylinders to work. When some cylinders are put out of operation, a rod 16 is pulled in the direction of an arrow C and a pin 11 is stopped in a position on a lever 9 to attain a characteristic X. When all the cylinders are put in operation, a secondary throttle valve 6 is entirely closed. The output with some cylinders put out of operation is increased by a quantity E because of the opening of a primary throttle valve 5 as shown by the characteristic X, so that the output is equalized to that with all the cylinders put in operation, in a region D. For that reason, the shock of shifting is reduced in the wide range D of operation.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine that controls the number of active cylinders so that some of the cylinders can be turned into cylinders depending on the operating condition, and in particular, an engine that controls the number of active cylinders that can correct its output. The present invention relates to an engine output correction device.

In conventional engines that control the number of operating cylinders, the combustion efficiency is increased by 1 to prevent the generation of harmful gases, and the load factor is lowered to reduce pumping loss to improve fuel efficiency.
For example, during low-load operation, the engine is operated with some of its cylinders in the cylinder state.

By the way, for example, in a four-cylinder engine with a two-barrel carburetor, if we consider the case where two of the cylinders are installed in the body, the shaft torque characteristic will be sign A during all-cylinder operation, as shown in Figure 5. During cylinder operation, the characteristics are as shown by symbol B, so there is a point 0 (cross point) where both characteristics A and B intersect. Therefore, when switching between body cylinder operation and full cylinder operation at this cross point C, since both outputs are the same during full cylinder operation and body cylinder operation, switching can be performed without impairing drivability. In this case, smooth switching can only be performed in an extremely low load range, resulting in poor fuel efficiency and the original significance of having the engine as a single cylinder.

Therefore, it is conceivable to perform the switching in a slightly higher load region [for example, the point of the primary throttle valve opening (hereinafter referred to as "P throttle opening") θ2], but it is not possible to perform the switching in such a region. I want to do it.

Because the output T2 during all-cylinder operation and the output T1 during full-cylinder operation are different (T2>TI), the operability is excellent! be damaged.

Therefore, in order to solve such a trade-off problem, for example, a means for reducing the shaft torque from T2 to T by closing the P throttle opening from K, θ2 to θI (ku θ2) at the same time as switching, etc. is possible, but with such a method, it is difficult to directly
Since the next throttle valve is driven, there is a problem in that the Fi and accelerator pedals move at the time of switching using a simple method, which deteriorates the driving feeling compared to K.

1) The present invention attempts to solve these problems all at once.
Control of the number of activated cylinders allows the number of activated cylinders to be changed over a wide operating range without impairing drivability by adjusting the opening of the next throttle valve (hereinafter referred to as the "S throttle opening")'fr The purpose of the present invention is to provide an engine output correction device.

For this reason, the output correction position of the operating cylinder number control engine of the present invention is equipped with a two-barrel carburetor that supplies air-fuel mixture to each cylinder. In a multi-cylinder engine equipped with a cylinder number control mechanism, in order to open the secondary throttle valve of the two-barrel carburetor by a predetermined amount during full-cylinder operation as opposed to during all-cylinder operation, a secondary throttle valve is installed in the drive system of the secondary throttle valve. A throttle opening adjustment mechanism is provided, and both the front and back are equipped with a cylinder system AM that detects the cylinder operating state and outputs a control signal to the secondary throttle opening adjustment mechanism. .

Hereinafter, an output correction device for an engine with controlled number of operating cylinders as an embodiment of the present invention will be explained with reference to the drawings.
Figure 2 is a schematic diagram showing the main parts of the system, Figure 2 and Figure 3 are schematic diagrams showing part of the drive system of the primary throttle valve and secondary throttle valve, and Figure 3 is the two-barrel carburetor seven-wheel drive system. A schematic diagram showing the fuel ratio adjustment mechanism, Figures 4 and 5 'Fi are both graphs for explaining its action, and Figure 6 is a schematic diagram showing a modification of the secondary throttle opening adjustment mechanism. .

Now, the engine for this device is configured as a multi-cylinder engine with, for example, four cylinders, and depending on the operating condition, some of the cylinders (for example, two of the four cylinders)
It is equipped with a mechanism to control the number of active cylinders.

That is, for example, each intake and exhaust valve of a cylinder that can be used as a cylinder is provided with a valve operation stop mechanism M, and each valve operation stop mechanism M operates an electromagnetic actuator to control the intake and exhaust valves. These cylinders can be placed in an activated state, deactivated, or activated.

Then, the electromagnetic coil I11° of each actuator receives a control signal Sl having cylinder information or cylinder release information from the cylinder control circuit l including the computer, and is excited or demagnetized, thereby absorbing or demagnetizing as described above. The exhaust valve can be activated or deactivated.

In this way, the valve operation stop mechanism M, the cylinder control circuit 1, and the like constitute a mechanism for controlling the number of activated cylinders.

Further, this engine includes a two-barrel carburetor 2 as a carburetor that supplies air-fuel mixture to each cylinder. That is, as shown in FIGS. 2 and 3, this carburetor 2 includes a primary intake passage 3 and a secondary intake passage 4.
The secondary intake passage 3 is provided with an Fi primary throttle valve 5, and the secondary intake passage 4 is provided with an F1 2nd throttle valve 6.

Next, each drive system of the primary throttle valve 5 and the secondary throttle valve 6 will be explained.

First, the valve shaft Saa of the primary throttle valve 5 is fixed to the cable lever 7 and rotates together with it, and when the cable 8 is pulled in response to the amount of depression of the accelerator pedal (not shown),
The cable lever 7 rotates to change the P throttle opening degree.

The cable lever 7 also includes an abutment lever 9.
are integrally attached, and the cam surface 9a of this lever 9
The rotation of the secondary throttle valve 6 is regulated by the pin 11 protruding from the secondary throttle lever IO coming into contact with the pin 11.

K is set so that the S throttle opening is regulated.

In addition, 10 secondary throttle levers and 6 secondary throttle valves
Valve shaft 61LK is installed.

Roughly speaking, an intermediate lever 12 is rotatably attached to the valve shaft 5a of the primary throttle valve 5, and this lever 12 is biased in the direction of arrow a by a return spring 13. When the cable lever 7 rotates and the primary throttle valve 5 reaches the opening of 45', the end surface 7a of the cable lever 7 comes into contact with the end surface 12a of the intermediate lever 12, and the P throttle opening reaches the 4th position. In this case, the intermediate lever 12 is also rotated in conjunction with the rotation of the cable lever lever.

A secondary throttle lever 10VcFi and a roller 14 are provided protrudingly, and these P to 14 are used to regulate the S throttle opening degree in accordance with the intermediate lever 10VcFi.

Note that the fully closed position of the secondary throttle lever 10 is set by contacting the adjustment screw 15.

By the way, the secondary throttle lever loI/'i rod 1
6, and this rod 16Fi is fixed to the diaphragm 18 of the negative pressure motor 17.

The diaphragm 18 is biased by a spring 19, and a negative pressure chamber 2 is partitioned by the diaphragm 18.
0KFi, as shown by the busy arrow in Figure 1.3, there is a venturi boost from Capreta 2.

It refers to the boost taken in through the port that opens to the venturi 2a of the capretor 2. same as below. ) is conductive.

As a result, the opening degree of the primary throttle valve 5 is adjusted according to the amount of depression of the accelerator pedal, and the opening degree of the secondary throttle valve 6 is adjusted to 4 degrees as shown by the dotted line in FIG. When below
Due to the urging force of the return spring 13, its opening degree is 0.
Therefore, when the P throttle opening is 4 da or more, the venturi boost increases and the return spring 13
Due to the balance between the biasing force and the venturi boost,
Its opening degree is adjusted.

Incidentally, the drive system for the secondary throttle valve 6 is provided with a secondary throttle opening adjustment mechanism 21 that can adjust the opening of the secondary throttle valve 6. i.e. negative pressure motor. A diaphragm actuator 23 partitioned by another diaphragm 22 is provided on the first floor.
The diaphragm 22 is biased by a spring 24 and is configured to be displaced depending on the magnitude of the air pressure conducted to the trap chamber 25. Further, an engagement plate 26 is attached to the diaphragm 22, and when this engagement plate 26 comes into contact with a retaining portion 27 provided on the rod 16, the rod 16'i is pulled in the direction of arrow C.

Furthermore, a passage 28 is connected to the chamber 25, and this passage 28 is connected to a three-way switching valve 29, which is connected to a three-way switching valve 29, which is operated at either atmospheric pressure or a disboost (this disboost is defined as %) when the secondary throttle valve 6 is closed. , is on the upstream side of this valve 6, and when the secondary throttle valve 6 opens by a predetermined amount or more, the boost that is taken in through the boat whose opening position is set so that this valve 6 is also on the downstream side is the same as 0 or less. ) is selectively derived.

The three-way switching valve 29 is controlled according to the operating state in response to a control signal S2 from the cylinder control circuit 1 as a cylinder controller, and guides the disboost to the chamber 25 during the cylinder operation, and guides the disboost to the chamber 25 during the all-cylinder operation. , leading to atmospheric pressure.

Therefore, during cylinder operation, the disboost is introduced into the chamber 25, so that the diaphragm 22. Engagement plate 26
is activated, the rod 16 is pulled in the direction of arrow C, and the pin 1
1 stops at the position where it comes into contact with the abutment lever 9,
A characteristic -X shown by a solid line in FIG. 4 is obtained.

Note that this characteristic x is based on the cam surface 9 of the abutment lever 9.
It is set according to the shape of a.

In addition, during full-cylinder operation, atmospheric pressure is introduced into the chamber 25, so the biasing force of the return spring 11 causes the throttle opening to be Ω, as shown by the dotted line in FIG.

By the way, when the P throttle opening reaches 45' or more, the cable lever 7 and the intermediate lever 12 fully rotate, allowing the secondary throttle valve 6 to rotate.

At this time, the opening degree is determined by the biasing force of the spring 19 and the negative royal 2
The maximum opening degree (indicated by characteristic Y in FIG. 4) is regulated by the roller 14 coming into contact with the intermittent lever 12, which is determined by the balance with the magnitude of the venturi boost acting on the opening.

By opening the primary throttle valve 5 as shown by characteristic
The output is the same as that during all-cylinder operation, making it possible to significantly reduce the shock caused by switching over such a wide operating range.

As shown in FIG. 3, an air-fuel ratio adjustment mechanism 30 is provided, and the solenoid valve 31 of this air-fuel ratio adjustment mechanism 30 receives a control signal 8 from the cylinder control circuit l during cylinder operation.
3'f: Open the second air jet section 32 and control the air-fuel ratio to approximately the stoichiometric air-fuel ratio.
This is designed to optimize exhaust gas, and is particularly effective when using a three-way catalyst.

In addition, during all-cylinder operation, the second air jet section 32 is closed,
Ensure output in a rich state.

As shown in FIG. 6, the negative pressure motor 17 can also function as a secondary throttle opening adjustment mechanism, and in this case, the other diaphragm actuator 23 can be omitted. That is, a three-way switching valve 29' is provided in the passage leading to the negative pressure chamber 20, and this three-way switching valve 29' receives a control signal 5211i from the cylinder control circuit 1 during cylinder operation.

Disboost is guided to the negative pressure chamber zo, and during all-cylinder operation,
It is designed to guide the Venturi boost.

7 to 9 show an output correction device for an engine with control over the number of operating cylinders as another embodiment of the present invention, and FIG.
An explanatory diagram schematically showing the state seen from the direction of the arrow ■ in the figure. Figure 8 is a schematic diagram showing a part of each drive system of the primary throttle valve and secondary throttle valve. FIG. 8 is an explanatory diagram schematically showing a state viewed from the direction indicated by the arrow ■ in FIG. 8;

In FIGS. 7 to 9, the same reference numerals as in FIGS. 1 to 6 indicate substantially similar parts.

In this embodiment, the characteristics X and Y shown in Fig. 4 can be obtained by using separate actuators 33 and 34. - It is divided into two parts, 35 and 36. The lever 35 has a pin 11. roller 14
The lever 35 is pivotally attached to one end of the valve shaft 6a of the secondary throttle valve 6, and is rotatable about this.

Further, the lever 36 is provided integrally with one end of the valve shaft 6a.

Note that the lever 36 comes into contact with the adjustment screw 37 to restrict the fully closed position of the secondary throttle valve 6.

Furthermore, in addition to the valve shaft 6a of the secondary throttle valve 6, [tj, %
The t' bar 38 is fixed and the col.

The bar 38 is urged in the closing direction (in the direction indicated by arrow d in FIG. 8) by a return spring 39.

Further, a lever 4o is rotatably attached to the other end of the valve shaft 6a, and a roller 41 is provided with this lever 40KFi.

The roller 41 is a cam 4 protruding from the carburetor body 42.
3, so that the characteristic X shown in FIG. 8 can be obtained.

Further, the lever 40 is provided with Fi and a secondary throttle opening adjustment mechanism 44. That is, a rod 45 is connected to the lever 40, and the wand 45d is attached to a diaphragm 46 of the actuator 3.

Is this diaphragm 46 spring 4? The first chamber 48 is energized by the first chamber 48, and is displaced according to the magnitude of the air pressure conducted to the first chamber 48.

A passage 49 is connected to the chamber 4, and a trap is formed so that atmospheric pressure or a disboost is selectively introduced into the passage 49 by a three-way switching valve 504C.

Further, the three-way switching valve 29 is controlled according to the operating condition 114 upon receiving the control signal S2 from the cylinder control circuit 1, and guides the disboost to the chamber 48 during the cylinder operation, and when the cylinder is in full cylinder operation [#' 1 Guide the atmosphere.

By the way, a #:t1 rod 51 is connected to the lever 36, and this rod 51 is attached to a diaphragm 52 of an actuator 33 that acts as a negative pressure motor.

This diaphragm 52 is biased by a spring 53, and at tI'i, the venturi boost from the capretor 2 is electrically connected to the negative pressure chamber 54 partitioned by this diaphragm 52, as shown by the arrow in FIG. It's being done.

With the above-mentioned configuration, the characteristics X and Y shown in Fig. 4 can be obtained, and the output of the cylinder operation can be increased by the amount indicated by the symbol 0 in Fig. 5 to compensate for the busyness. In this range, the shock caused by switching can be significantly reduced.

Furthermore, when the P throttle opening is 4 or more, the opening is determined by the balance between the biasing force of the return spring 13 and the magnitude of the venturi boost acting on the negative royal 54, and the maximum opening (characteristic Y in Fig. 4) ) The Fi crawler 4 is regulated by coming into contact with the intermediate lever 12.

As described in detail above, by adjusting the opening degree of the secondary throttle valve using the output correction device of the operating cylinder number control engine of the present invention, the output during all-cylinder operation can be adjusted in the desired operating range. 7 can be achieved by correcting the output to match the output during cylinder operation, which has the advantage of being able to smoothly switch between full-cylinder operation and full-cylinder operation over a wide operating range.

[Brief explanation of the drawing]

1 to 6 show an output correction device for an engine with control over the number of operating cylinders as an embodiment of the present invention. FIG. 1 is a configuration diagram showing the main parts thereof, and FIG. Secondary throttle valve? FIG. 3 is a schematic diagram showing a part of each drive system, FIG. 3 is a schematic diagram showing the two-barrel capretor and the air-fuel ratio adjustment mechanism, and FIGS. 4 and 5 are graphs for explaining their functions. Fig. 6 is a schematic diagram showing a modification of the secondary throttle opening adjustment mechanism, and Figs. 7 to 9 show an output correction device for an engine with control over the number of operating cylinders as other embodiments of the present invention. So, is Figure 7 in the direction of arrow ■ in Figure 8?
Fig. 8 is a schematic diagram showing a part of each drive system of the primary throttle valve and secondary throttle valve, Fig. 9 Fi is an explanatory diagram schematically showing the state as seen from the FIG. 3 is an explanatory diagram schematically showing a state viewed from the direction. 1..Body cylinder control circuit as a body cylinder controller, 2..2-barrel capretor, 2a..Venturi, 3, 4..Intake passage, 5..Primary throttle valve, 5a..Valve shaft, 6.・・・
Secondary throttle valve, 6 &... Valve stem, 7 - Lever lever, 75 L... Cable lever one end m, S - Cable,
9. Abutment lever 9 $1 @ fist cam surface, 10-.Secondary throttle lever, ll-.pin, 12
11. Intermittent lever <-112a. One end surface of the intermittent lever, '13-. Stern spring, 14.. Roller, 15@- Adjustment screw,
16...Rod, 17-Negative pressure motor, 18-War diaphragm, 19#-Suupling% 20-Negative pressure chamber, 2
1. Fist secondary throttle opening adjustment mechanism, 22.. Diaphragm % 23.. Actuator % 24.. Spring, 25. e-chamber, 26.. Engagement plate, 27. e-engaging portion, 28.. Passage, 29 , 29'... Three-way switching valve, 3
0...Air-fuel ratio adjustment mechanism, 31...Solenoid valve, 32...
・Second air jet section, 33 +, 34... Actuator, 35° 36... Lever, 37... Adjustment screw, 3B- Lever, 39- Return spring, 40... Lever 141... Roller, 42...・Carburetor body, 43...Cam, 44...Secondary throttle opening adjustment mechanism% 45...Rod, 46...Diaphragm, 47...Spring. 48...Chamber, 49II, passage, 50...Three-way switching valve, 51@-rod. 52-・diaphragm, 53・
・Spring, 54... Negative pressure chamber. M...Valve operation stop mechanism. Sub-Agent Patent Attorney Yoshi Iinuma Syllable 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 7 Figure 3 Figure 6 Figure 8 Eagle 3 Figure 9

Claims (1)

[Claims] In a multi-cylinder engine that is equipped with a two-barrel carburetor that supplies air-fuel mixture to each cylinder and a mechanism that controls the number of activated cylinders to allow some of the cylinders to be in the cylinder depending on the operating condition, During operation, open the secondary throttle valve of the two-barrel carburetor by a predetermined amount.2
A secondary throttle opening adjustment mechanism is provided in the drive system of the secondary throttle valve, and a cylinder controller is provided that detects the cylinder operating state and outputs a control signal to the secondary throttle opening adjustment mechanism. An output correction device for an engine with single operating cylinder number control.