JPS60150406A - Cylinder number controlling engine - Google Patents
Cylinder number controlling engineInfo
- Publication number
- JPS60150406A JPS60150406A JP764084A JP764084A JPS60150406A JP S60150406 A JPS60150406 A JP S60150406A JP 764084 A JP764084 A JP 764084A JP 764084 A JP764084 A JP 764084A JP S60150406 A JPS60150406 A JP S60150406A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- timing
- engine
- reduced
- intake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
Abstract
Description
【発明の詳細な説明】
(産業上の利用分野)
本発明は、エンジン軽負荷時等の特定運転時に一部気筒
の作動を休止させ減筒運転を行なう気筒数制御エンジン
の改良に関する。DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to an improvement in a cylinder number control engine that suspends the operation of some cylinders during a specific operation such as when the engine is under light load and performs reduced-cylinder operation.
(従来技術)
従来より、高負荷運転時には燃費が良好になる傾向があ
るので、多気筒エンジンにおいて、エンジン負荷の小さ
いときに、−邪気筒への燃料の供給をカントして作動を
休止させ、この分だけ残りの稼動気筒の負荷を相対的に
高め、全体として軽負荷領域の燃費を改善するように減
筒運転を行なう気筒数制御エンジンが知られている(例
えば特開昭57−338号参照)。(Prior art) Conventionally, since fuel efficiency tends to be better during high-load operation, in a multi-cylinder engine, when the engine load is small, fuel supply to the negative cylinder is canted to stop operation. A cylinder number control engine is known that performs cylinder reduction operation so as to relatively increase the load on the remaining operating cylinders by this amount and improve overall fuel efficiency in the light load range (for example, Japanese Patent Application Laid-Open No. 57-338 reference).
ところが、そのようなエンジンでは減筒運転時にも全気
筒運転時にも同一のバルブタイミングでもって制御して
いたため、クランクシャフトの1回転について1回爆発
するだけでサイクル時間が長く、また、充填効率が高く
燃焼圧力が大きくなるので、1〜ルク変動が大きく、全
気筒運転時に比して振動に対して不利となっている。本
発明はバルブタイミングを変えることによって、振動の
低減を図ろうとするものである。However, since such engines are controlled with the same valve timing both when operating with reduced cylinders and when operating with all cylinders, the cycle time is long and charging efficiency is reduced due to only one explosion per revolution of the crankshaft. Since the combustion pressure is high, the 1 to 1 torque fluctuation is large, which is disadvantageous to vibration compared to when all cylinders are operated. The present invention attempts to reduce vibration by changing valve timing.
因に、バルブタイミングを変える装置としては、従来、
例えば特公昭34−10554号の内燃機関の弁駆動用
タペット装置が知られている。Incidentally, conventionally, as a device for changing valve timing,
For example, a tappet device for driving a valve of an internal combustion engine is known, disclosed in Japanese Patent Publication No. 34-10554.
(発明の目的)
本発明は気筒数制御エンジンにおいて、減筒運転時の振
動の低減を図ることを目的とするものである。(Object of the Invention) An object of the present invention is to reduce vibration during cylinder reduction operation in an engine with controlled number of cylinders.
(発明の構成)
本発明の構成は、上述した目的を達成するために、特定
運転時に作動を休止する第1気筒群と、常時作動する第
2気筒群とを有する気筒数制御エンジンにおいて、前記
第2気筒群のバルブタイミングを、減筒運転時に全筒運
転時よりも最大燃焼圧力が低下する方向に制御する制御
手段を設けたことを特徴とするものである。(Configuration of the Invention) In order to achieve the above-mentioned object, the configuration of the present invention is to provide a cylinder number controlled engine having a first cylinder group that is inactive during a specific operation and a second cylinder group that is constantly activated. The present invention is characterized in that a control means is provided for controlling the valve timing of the second cylinder group in a direction in which the maximum combustion pressure is lower during reduced-cylinder operation than during full-cylinder operation.
(実施例) 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第1図および第2図に示すエンジン1は、特定運転時に
休止する第1気筒群(第2および第3気筒IB、IC)
と、常時作動する第2気筒群(第1および第4気筒IA
、ID)とを有する4気筒の気筒数制御エンジンである
。The engine 1 shown in FIGS. 1 and 2 has a first cylinder group (second and third cylinders IB and IC) that is inactive during a specific operation.
and the second cylinder group (first and fourth cylinders IA
, ID) is a four-cylinder cylinder number control engine.
第1図において、2は吸気通路で、上流側からエアクリ
ーナ(図示せず)、エアフローセンサ3、燃料噴射弁4
およびスロワ1−ル弁5が順に配設されてなる主吸気通
路6と、該主吸気通路6から分岐し各気筒IA、IB、
IC,IDの燃焼室に通ずる4つの枝吸気通路7,8,
9.10とからなる。In Fig. 1, reference numeral 2 denotes an intake passage, from the upstream side an air cleaner (not shown), an air flow sensor 3, and a fuel injection valve 4.
and a main intake passage 6 in which a throttle valve 5 is arranged in order, and each cylinder IA, IB, branched from the main intake passage 6,
Four branch intake passages 7, 8, leading to the combustion chambers of IC and ID.
It consists of 9.10.
第2および第3気筒IB、ICについての枝吸気通路8
,9にはそれぞれシャッターバルブ11゜12が介設さ
れ、しかして負圧センサI3よりの吸気負圧に対応した
負圧信号Slと、回転数センサI4よりのエンジン回転
数に対応した回転数信号s2とにより、第3図に示すよ
うに、設定吸気負圧Pm以下でかつ設定エンジン回転数
Nm以下であると気筒数制御回路15にて判定されると
、アクチュエータ16(例えば電磁ソレノイ1〜)を作
動させ、シャッターバルブ11.12を閉し、減筒運転
を行なうようになっている。Branch intake passage 8 for the second and third cylinders IB and IC
, 9 are respectively provided with shutter valves 11 and 12, which output a negative pressure signal Sl corresponding to the intake negative pressure from the negative pressure sensor I3 and a rotation speed signal corresponding to the engine rotation speed from the rotation speed sensor I4. s2, as shown in FIG. 3, when the cylinder number control circuit 15 determines that the intake negative pressure is equal to or less than the set intake negative pressure Pm and the set engine rotation speed is equal to or less than the set engine speed Nm, the actuator 16 (for example, the electromagnetic solenoid 1 to is activated, shutter valves 11 and 12 are closed, and cylinder reduction operation is performed.
I7は排気通路で、各気筒]、A、IB、IC,II〕
の燃焼室に通ずる4つの枝排気通路に分岐されている。I7 is the exhaust passage for each cylinder], A, IB, IC, II]
It is branched into four branch exhaust passages leading to the combustion chamber.
18は水温センサで、エンジン冷却水温度に対応した温
度信号S3’lt気筒数制御回路15に出力し、該温度
信号S3にてエンジンが冷間状態であると判定されると
4他の信号Sl、S2に係わりなく。A water temperature sensor 18 outputs a temperature signal S3'lt corresponding to the engine cooling water temperature to the cylinder number control circuit 15, and when it is determined that the engine is in a cold state based on the temperature signal S3, another signal Sl , regardless of S2.
全筒運転を行うようになっている。19はスロットル開
度センサで、スロットル弁5に連係され、スロット開度
信号S4を気筒数制御回路15に入力し、加速時には全
筒運転をするようになっている。It is designed to perform all-cylinder operation. A throttle opening sensor 19 is connected to the throttle valve 5, inputs a slot opening signal S4 to the cylinder number control circuit 15, and performs all-cylinder operation during acceleration.
20は燃料噴射制御回路で、エアフローセンサ3に連係
されたポテンションメータ45より吸入空気員信号S5
が入力され、しかして吸入空気量に応じた燃料噴射量を
決定し、それに応したパルス信号S6を燃料噴射弁4に
送るようになっている。20 is a fuel injection control circuit which receives an intake air quantity signal S5 from a potentiometer 45 linked to the air flow sensor 3;
is input, a fuel injection amount corresponding to the intake air amount is determined, and a pulse signal S6 corresponding to the amount is sent to the fuel injection valve 4.
第1図に示すエンジンの第1気筒IAを示す第2図にお
いて、21はシリンダブロックで、その上側にガスケツ
1〜22を介してシリンダヘッド23が設けられている
。24は燃焼室である。In FIG. 2 showing the first cylinder IA of the engine shown in FIG. 1, 21 is a cylinder block, on the upper side of which a cylinder head 23 is provided via gaskets 1-22. 24 is a combustion chamber.
25、26はそれぞれ吸気ポートおよび排気ポーi〜で
、燃焼室24への開口部にはそれぞれ所定のタイミング
で開閉する吸気弁27および排気弁28が配設されてい
る。Reference numerals 25 and 26 denote an intake port and an exhaust port i~, respectively, and an intake valve 27 and an exhaust valve 28, which open and close at predetermined timing, are disposed at the openings to the combustion chamber 24, respectively.
前記吸気弁27および排気弁28はそれぞれバルブガイ
ド29.29を介してしリンダヘッド23に摺動可能に
支承され、しかしてバルブスプリング30.30にて上
方すなわち閉弁方向に常時付勢されている。The intake valve 27 and the exhaust valve 28 are each slidably supported on the cylinder head 23 via valve guides 29, 29, and are constantly biased upward, that is, in the valve closing direction, by valve springs 30, 30. There is.
前記シリンダヘッド23の上部には、吸排気弁27゜2
8を開閉制御する吸気側および排気側動弁機構31A、
31Bが設けられている。この吸気側および排気側動弁
機構31A、31Bは、エンジンのクランクシャフト(
図示省略)によって回転駆動される吸気側および排気側
カムシャフト32A、32Bを有し、該カムシャフト3
2A、 32Bには吸11゛気弁27.28に対応して
カム33A、33Bが形成され、しかしてカムシャフト
32A、32Bの回転により吸排気弁27゜28が開閉
制御されるようになっている。At the top of the cylinder head 23, there is an intake and exhaust valve 27°2.
8, an intake-side and exhaust-side valve mechanism 31A that controls the opening and closing of
31B is provided. The intake side and exhaust side valve mechanisms 31A, 31B are connected to the engine crankshaft (
It has intake side and exhaust side camshafts 32A and 32B that are rotationally driven by a camshaft 3 (not shown).
Cams 33A and 33B are formed in 2A and 32B in correspondence with the intake and exhaust valves 27 and 28, so that the opening and closing of the intake and exhaust valves 27 and 28 are controlled by the rotation of the camshafts 32A and 32B. There is.
また、前記吸気側動弁機構31Δには、吸気弁27のバ
ルブタイミングを可変制御するタイミング可変機構34
が設けられている。このタイミング可変機構34は、カ
ム33Aと吸気弁27のバルブステム27aとの間に介
在するタペット35と、該タペット35が摺動可能に嵌
挿保持される嵌挿孔36aおよびシリンダヘッド23の
円弧状内側面に対応して円弧状に形成された下面36b
を有し、前記吸気側カムシャフト32Aに対して回動可
能に支承さILだ回動部材36と、該回動部材36をエ
ンジンの運転状態に応じて吸気側力ムシャフ1〜32A
の回転中心に対し回動させる操作手段37とを備えてい
る。Further, the intake side valve operating mechanism 31Δ includes a variable timing mechanism 34 that variably controls the valve timing of the intake valve 27.
is provided. The variable timing mechanism 34 includes a tappet 35 interposed between the cam 33A and the valve stem 27a of the intake valve 27, a fitting hole 36a into which the tappet 35 is slidably fitted and held, and a circular ring of the cylinder head 23. Lower surface 36b formed in an arc shape corresponding to the arc-shaped inner surface
and a rotary member 36 that is rotatably supported on the intake camshaft 32A, and the rotary member 36 is rotated between the intake side force shafts 1 to 32A according to the operating state of the engine.
and an operating means 37 for rotating about the rotation center.
前記回動部材36は、吸気側カムシャフト32Aに支承
される部分において、上下部材36c、36dに分割さ
れており、ポル1−38.38にて一体に結合されてい
る。The rotating member 36 is divided into upper and lower members 36c and 36d at a portion supported by the intake camshaft 32A, and are integrally connected at a port 1-38.38.
また、操作手段37は、タイミング可変機構34の回動
部材36の上部材33cに連結された回動軸39と、該
回動軸39に対して直角方向に配設され該回動軸39に
係合するとともに第2図中左右方向に往復動可能となっ
ている往復動軸40と、例えばモータの回転運動を往復
運動に変換して上記往復動軸40を上記方向に往復動さ
せ、回転軸39を介して回動部材36を前記のように回
動させる駆動手段41とを備えてなる。Further, the operating means 37 has a rotating shaft 39 connected to the upper member 33c of the rotating member 36 of the variable timing mechanism 34, and a rotating shaft 39 that is disposed perpendicular to the rotating shaft 39 and connected to the rotating shaft 39. The reciprocating shaft 40 is engaged with the reciprocating shaft 40 and is capable of reciprocating in the left-right direction in FIG. A driving means 41 for rotating the rotating member 36 as described above via the shaft 39 is provided.
しかして、吸気側力ムシャフl−32Aが回転してカム
33がタペット35の受圧部35aを押圧し、該タペソ
1〜35が嵌挿孔36a内を押し下げられると、吸気弁
27が、バルブスプリング30の付勢力に抗してタペッ
ト35の抑圧部35bによって押し下げられ、吸気ポー
ト25が開かれる。When the intake side force shaft 1-32A rotates and the cam 33 presses the pressure receiving part 35a of the tappet 35, and the tappets 1 to 35 are pushed down inside the insertion hole 36a, the intake valve 27 is moved by the valve spring. The intake port 25 is opened by being pushed down by the suppressing portion 35b of the tappet 35 against the urging force of the tappet 30.
また、排気弁28のバルブステム28aとカム33Bと
の間にもタペット42が介在し、該タペット42がシリ
ンダヘッド3の嵌挿孔3a内に摺動可能に嵌挿保持され
ている。Further, a tappet 42 is also interposed between the valve stem 28a of the exhaust valve 28 and the cam 33B, and the tappet 42 is slidably inserted and held in the insertion hole 3a of the cylinder head 3.
43はバルブタイミング制御回路で、負圧信号S1およ
びエンジン回転数信号S2に応じて吸気弁27のバルブ
タイミングを決定し、それに応じた駆動信号S7でもっ
て駆動手段41を駆動するようになっている。44は点
火プラグである。43 is a valve timing control circuit which determines the valve timing of the intake valve 27 according to the negative pressure signal S1 and the engine speed signal S2, and drives the drive means 41 with a corresponding drive signal S7. . 44 is a spark plug.
なお、上記タイミング可変機構は、各気筒の吸気弁に対
して設けられており、駆動手段41にて全気筒を同時に
制御できるようになっている。The variable timing mechanism is provided for the intake valve of each cylinder, so that the drive means 41 can control all the cylinders simultaneously.
上記のように構成すれば、エンジンの全筒運転領域の軽
負荷時を含む常用運転時には吸気弁27および排気弁2
8はそれぞれ吸気側動弁機構31Aおよび排気側動弁機
構31Bによって所定のバルブタイミングで開閉制御さ
れる。すなわち、第4図に実線で示すように、排気弁2
8はピストンの下死点(13IDC)より少し前で開い
た後上死点(TDced近で閉しる一方、吸気弁27は
ピストンの」二死点付近で開いた後不死点より少し遅れ
て閉しるベースタイミングでもって制御される。With the above configuration, the intake valve 27 and the exhaust valve 2 are closed during regular operation, including during light load in the all-cylinder operating range of the engine.
8 are controlled to open and close at predetermined valve timings by an intake side valve mechanism 31A and an exhaust side valve mechanism 31B, respectively. That is, as shown by the solid line in FIG.
8 opens a little before the piston's bottom dead center (13IDC) and then closes near the top dead center (TDced), while the intake valve 27 opens near the piston's second dead center and closes a little later than the dead center. Controlled by base timing.
また、エンジンの高負荷低回転時には、タイミング可変
機構34が作動し、吸気弁27の閉時期をベースタイミ
ングよりも早めるので、吸気の吹き返しが防止され、充
填効率が高められる。Further, when the engine is under high load and at low rotation speed, the variable timing mechanism 34 operates to advance the closing timing of the intake valve 27 compared to the base timing, thereby preventing blowback of intake air and increasing charging efficiency.
一方、エンジンの高負荷高回転時には、タイミング可変
機構34が作動し、回動部材36を反時バ1方向に回動
し吸気弁27の開時期をベースタイミングよりも遅れ側
に変化させるので、排気ガスの排気通路17への流出が
促進され、吸入空気量増大による吸気慣性力を利用して
次の行程での新気の導入が促進され、充填効率が高めら
れる。On the other hand, when the engine is under high load and at high speed, the variable timing mechanism 34 operates and rotates the rotating member 36 in the counterclockwise direction to change the opening timing of the intake valve 27 to the side delayed from the base timing. The outflow of exhaust gas to the exhaust passage 17 is promoted, and the introduction of fresh air in the next stroke is promoted using the intake inertia force due to the increase in the amount of intake air, thereby increasing the filling efficiency.
減筒運転領域でのアイドル運転時においては。During idling operation in the reduced cylinder operation range.
作動する第1および第4気筒IA、IDでは吸気弁27
の閉時期がベースタイミングよりも遅らされるので、吸
気の吹き返しが若干生じ、充填効率が低トし、有効圧縮
比が低下することになる。したかって、最大燃焼圧力を
」二昇しトルク変動が大きくなることもないので、振動
の低減が図れ、全気筒運転時の場合と同様の良好な運転
状態となる。In the first and fourth cylinders IA and ID that operate, the intake valve 27
Since the closing timing is delayed from the base timing, some blowback of intake air occurs, lowering the charging efficiency and lowering the effective compression ratio. Therefore, there is no need to increase the maximum combustion pressure and increase torque fluctuations, so vibrations can be reduced and a good operating condition similar to when all cylinders are operated can be achieved.
しかして、エンジン回転数、エンジン負荷の増大に伴っ
て、ベースタイミングに近づくように吸気弁27まの閉
時期が徐々に早められ、全筒運転への切換領域ではほぼ
ベースタイミングとなる。As the engine speed and engine load increase, the closing timing of the intake valves 27 is gradually advanced so as to approach the base timing, and in the switching region to all-cylinder operation, the closing timing is almost the base timing.
上記実施例では、減筒運転時のうち、特1;振動の激し
いアイドル運転時のみ吸気弁27の開時期をベースタイ
ミングよりも遅らせるようにしているが、減筒運転域全
体に亘って吸気弁27の閉時期を遅らせるようにしても
よい。In the above embodiment, during cylinder reduction operation, the opening timing of the intake valve 27 is delayed from the base timing only during special 1: idle operation with severe vibration. The closing timing of 27 may be delayed.
」二記実施例のほか、第6図に実線で示すように、逆に
吸気弁27の開時期をベースタイミングよりも早めて」
二死点より早くし、吸排気−jf21,2Bのオーバー
ラツプ期間を増太し、それによって緩慢燃焼させて最大
燃焼圧力を低下させ、振動の低減を図ることもできる。``In addition to the second embodiment, as shown by the solid line in FIG. 6, the opening timing of the intake valve 27 is made earlier than the base timing.''
It is also possible to move the combustion engine earlier than the second dead center and increase the overlap period of the intake and exhaust air -jf21 and -2B, thereby causing slow combustion and lowering the maximum combustion pressure, thereby reducing vibration.
また、周知のパル19フ1〜m可変手段を用いることも
できる。すなわち、第7図に示すように、全気筒運転領
域には、高負荷時にリフト量を常用運転時すなわちベー
スタイミングよりも増大して吸気弁27の閉時期を遅ら
せる一方、減筒運転領域には第8図に示すように、アイ
ドル運転時にベースタイミングよりもリフト量を小さく
し、吸気弁27の閉時期を早めてボンピングロスを低減
し、最大燃焼圧力を低下させることで振動を低減し、し
かしてエンジン回転数、エンジン負荷の増大で、リフト
量をベースタイミングに戻すようにすることもできる。Further, a well-known means for changing the pulses 1 to m can also be used. That is, as shown in FIG. 7, in the all-cylinder operation region, the lift amount is increased at high load compared to the normal operation, that is, the base timing, and the closing timing of the intake valve 27 is delayed, while in the reduced-cylinder operation region, the lift amount is increased compared to the base timing. As shown in Fig. 8, during idling operation, the lift amount is made smaller than the base timing, the closing timing of the intake valve 27 is brought forward to reduce the pumping loss, and the maximum combustion pressure is reduced to reduce vibration. It is also possible to return the lift amount to the base timing by increasing the engine speed and engine load.
上記実施例においては、気筒数制御回路15、燃料噴射
制御回路20およびバルブタイミング制御回路45と髪
個々に独立したものとして説明しているが、これらを一
体として上記機能を備えたデジタルコンピュータで構成
し、全体の制御を行うように設けてもよいのは勿論であ
る。In the above embodiment, the cylinder number control circuit 15, fuel injection control circuit 20, and valve timing control circuit 45 are each described as being independent, but they are integrated into a digital computer with the above functions. However, it goes without saying that it may be provided to perform overall control.
(発明の効果)
本発明は上記のように構成したから、減筒運転時の振動
を低減し、良好な運転状態を得ることができる。(Effects of the Invention) Since the present invention is constructed as described above, it is possible to reduce vibrations during cylinder reduction operation and obtain a good operating condition.
図面は本発明の実施例を示し、第1図は気筒数制御エン
ジンの全体構成図、第2図は第1気筒の縦断面図、第3
図は減筒運転領域の説明図、第4図および第5図は吸排
気弁のバルブタイミングの説明図、第6図ないし第8図
は変形例の吸Mト気弁のバルブタイミングの説明図であ
る。
LA、IB、IC,ID−・・・気筒、2・ ・・吸気
通路、11,1.2−・・・・シャッターバルブ、13
・・・負圧センサ、14・・・・・回転数センサ、15
−・・・気筒数制御回路、27・・・・吸気弁、28
・・排気弁、32−・−・カムシャツ1−233・・・
・カム、34・・・・・タイミング可変機構The drawings show an embodiment of the present invention, and FIG. 1 is an overall configuration diagram of a cylinder number control engine, FIG. 2 is a vertical cross-sectional view of the first cylinder, and FIG.
The figure is an explanatory diagram of the cylinder reduction operation region, Figs. 4 and 5 are explanatory diagrams of the valve timing of the intake and exhaust valves, and Figs. 6 to 8 are explanatory diagrams of the valve timing of the intake and exhaust valves of modified examples. It is. LA, IB, IC, ID-... Cylinder, 2... Intake passage, 11, 1.2-... Shutter valve, 13
... Negative pressure sensor, 14 ... Rotation speed sensor, 15
-...Cylinder number control circuit, 27...Intake valve, 28
・・Exhaust valve, 32--・Cam shirt 1-233...
・Cam, 34...Variable timing mechanism
Claims (1)
作動する第2気筒群とを有する気筒数制御エンジンにお
いて、前記第2気筒群のバルブタイミングを、減筒運転
時に全筒運転時よりも最大燃焼圧力が低下する方向に制
御する制御手段浸設けたことを特徴とする気筒数制御エ
ンジン。(1) In a cylinder number control engine that has a first cylinder group that is inactive during a specific operation and a second cylinder group that is always activated, the valve timing of the second cylinder group is changed during reduced-cylinder operation and during all-cylinder operation. An engine with a controlled number of cylinders, characterized in that the engine is equipped with a control means for controlling the maximum combustion pressure in a direction that lowers the maximum combustion pressure.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP764084A JPS60150406A (en) | 1984-01-18 | 1984-01-18 | Cylinder number controlling engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP764084A JPS60150406A (en) | 1984-01-18 | 1984-01-18 | Cylinder number controlling engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPS60150406A true JPS60150406A (en) | 1985-08-08 |
JPH059610B2 JPH059610B2 (en) | 1993-02-05 |
Family
ID=11671424
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP764084A Granted JPS60150406A (en) | 1984-01-18 | 1984-01-18 | Cylinder number controlling engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60150406A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH04191426A (en) * | 1990-11-26 | 1992-07-09 | Nissan Motor Co Ltd | Output control device of internal combustion engine |
WO2015133960A1 (en) * | 2014-03-07 | 2015-09-11 | Scania Cv Ab | Combustion engine and method for controlling a combustion engine during cylinder deactivation |
WO2015133961A1 (en) * | 2014-03-07 | 2015-09-11 | Scania Cv Ab | Internal combustion engine, vehicle comprising such an internal combustion engine and a method for controlling such an internal combustion engine |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ATE497882T1 (en) | 2000-11-30 | 2011-02-15 | Fujifilm Corp | FLAT PLATE PRECURSOR |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS55164710A (en) * | 1979-06-07 | 1980-12-22 | Nissan Motor Co Ltd | Engine capable of controlling number of operative cylinders |
JPS57198337A (en) * | 1981-05-29 | 1982-12-04 | Mitsubishi Motors Corp | Control device of idle cylinder engine |
-
1984
- 1984-01-18 JP JP764084A patent/JPS60150406A/en active Granted
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS55164710A (en) * | 1979-06-07 | 1980-12-22 | Nissan Motor Co Ltd | Engine capable of controlling number of operative cylinders |
JPS57198337A (en) * | 1981-05-29 | 1982-12-04 | Mitsubishi Motors Corp | Control device of idle cylinder engine |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH04191426A (en) * | 1990-11-26 | 1992-07-09 | Nissan Motor Co Ltd | Output control device of internal combustion engine |
WO2015133960A1 (en) * | 2014-03-07 | 2015-09-11 | Scania Cv Ab | Combustion engine and method for controlling a combustion engine during cylinder deactivation |
WO2015133961A1 (en) * | 2014-03-07 | 2015-09-11 | Scania Cv Ab | Internal combustion engine, vehicle comprising such an internal combustion engine and a method for controlling such an internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
JPH059610B2 (en) | 1993-02-05 |
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