JPS6032351Y2 - Engine with controlled number of operating cylinders - Google Patents

Description

[Detailed description of the invention] The present invention relates to an engine equipped with an enrichment mechanism in the carburetor, and in particular, to control the number of operating cylinders by shifting some of the cylinders to the cylinder state during operation of such an engine. Regarding the engine.

BACKGROUND ART Conventionally, in order to enrich the air-fuel ratio in a high-load operation range, an engine has been proposed in which a carburetor is equipped with an enrichment mechanism that increases the amount of fuel supplied during high-load operation.

In addition, in the past, some of the cylinders were placed in a cylinder state in order to increase combustion efficiency and prevent the generation of harmful gases, and to reduce pumping loss and improve fuel efficiency by increasing the load factor. The engine is operated by

In addition, as a means for bringing the cylinder into the cylinder state in this way,
A valve operation stop method, a fuel supply stop method, etc. are already known.

However, conventional engines with enrichment mechanisms
If some of the cylinders are operated in the cylinder state, the enrichment mechanism will be activated in the event of high-load operation, which will improve output, but may generate harmful exhaust gases.
There is a problem in that fuel efficiency deteriorates.

The present invention aims to solve these problems by disabling the enrichment mechanism when some cylinders are stopped, thereby preventing the generation of harmful exhaust gases and improving fuel efficiency. The purpose is to provide a numerical control engine.

For this reason, the engine that controls the number of operating cylinders of the present invention is equipped with a cylinder valve operation stop mechanism and an enrich mechanism in the carburetor, so that some of the cylinders are placed in the cylinder state during operation of the engine. In order to make the transition, a cylinder control means that can issue a cylinder signal to the valve operation stop mechanism of the cylinder is provided, and in order to stop the enrichment mechanism when the cylinder shifts to the cylinder state, the enrichment mechanism is activated. The present invention is characterized in that an enrich mechanism stop control means capable of emitting a signal is provided.

An engine with controlled number of operating cylinders as an embodiment of the present invention will be explained below with reference to the drawings. Fig. 1 is an explanatory diagram schematically showing the overall configuration, Fig. 2 a, b, and Fig. 3 a, b are All of them show the valve operation and stop mechanism. Figure 2a is a plan view showing the state when the valve is stopped, Figure 2 is a schematic diagram showing the state when the valve is stopped, and Figure 3a is the same. FIG. 3 is a plan view showing the state when the valve is in operation, and FIG. 3 is a schematic diagram showing the state when the valve is in operation.

The in-line four-cylinder engine E shown in FIG.
The carburetor 2 is provided with an enrichment mechanism 3.

This enrich mechanism 3 is a mechanism that adds fuel to the main system 4 including the main nozzle 4a of the carburetor 2 during high load operation that generates high output and high torque, and communicates negative pressure downstream of the throttle valve 5. The diaphragm is actuated by applying it to the first chamber 7a of the diaphragm device 7 through the pipe 6, and actuating the diaphragm 7c by the interaction of this negative pressure and the biasing force of the spring 7b loaded in the first chamber 7a. By opening and closing the valve 8 with 7c, fuel can be added to the main system 4 through the auxiliary pipe 9 or the addition can be stopped.

Therefore, in a high-load operating state where the throttle valve 5 is almost fully open, the diaphragm device 7 is
Since the degree of negative pressure acting on the first chamber 7a becomes weaker, the diaphragm 7c is pushed by the biasing force of the spring 7b, and the valve 8 is opened.

As a result, the valve 8, the second chamber 7 of the diaphragm device 7
d and the auxiliary pipe 9, fuel is supplied to the main system 4, and the fuel increased in this way is passed through the air filter 1.
The air is mixed with the air taken in through the cylinders 11 and 1.
2, 13, and 14.

Note that in an operating state in which the throttle valve 5 is not nearly fully open, the degree of negative pressure on the downstream side of the throttle valve 5 is strong, so the diaphragm 7c resists the biasing force of the spring 7b.
is aspirated and the valve 8 is closed, thereby stopping the addition of fuel to the main system 4 through the auxiliary pipe 9.

By the way, the second and third of this inline four-cylinder engine E
The cylinders 12 and 13 are configured to be able to shift to the cylinder state while the engine E is operating.

Note that the first and fourth cylinders 11 and 14 are always in operation while the engine E is in operation, and do not shift to the cylinder state while the engine E is in operation.

That is, each of the intake and exhaust valves of the second and third cylinders 12.13 is provided with a valve operation stop mechanism M as shown in Fig. 2.3.
Each valve operation/stop mechanism M activates an electromagnetic actuator 15 to activate or deactivate each intake and exhaust valve, and activates cylinder i2.13. It is now possible to make it into a body cylinder state.

The electromagnetic coil of each actuator 15 is connected to a control circuit 16, as shown in FIG. The electromagnetic coil is energized or demagnetized, and each intake and exhaust valve can be activated or deactivated.

By the way, the reference numeral 17 in FIGS. 2 and 3 indicates the intake of the engine E.
It is a rocker arm that forms part of a valve train for driving a poppet valve 18 used in an exhaust valve.One end of the rocker arm is in contact with the end of the valve shaft of the poppet valve 18, and the other end is connected to the engine E.
A bushing rod 2 is moved up and down by a cam 19 rotating in synchronization with the crankshaft of the bushing rod 2, which swings the rocker arm 17.
It is in contact with the upper end of 0.

Further, the center of the rocker arm 17 is in contact with the lower end of a plunger 22 that is slidably fitted onto the stud 21 .

The lower end of this plunger 22 is formed into a hemispherical shape (forming a spherical seat) so as to be able to swingably support the rocker arm 17, and the upper end has a gap 23 with a width approximately equal to that in the circumferential direction of the stud 21. A plurality (three in the case of this embodiment) of protrusions 24 are formed along the same lines.

Furthermore, a stopper 25 having a substantially cylindrical shape is rotatably fitted above the plunger 22 of the stud 21, and the cylindrical wall of the lower half of the stopper 25 is provided with an even circumferential direction. A groove 26 corresponding to the raised portion 24 of the plunger 22 extends along the axial direction with a gap therebetween, and a lever 27 extending in the radial direction is protruded from the upper end.

The end of the lever 27 is engaged with the end of the actuation plunger 28 of the electromagnetic actuator 15, and the stopper 25 is rotated by the actuation plunger 28, which is reciprocated by the excitation of the electromagnetic coil of the actuator 15. It looks like this.

Further, a spring 29 is interposed between the plunger 22 and the stopper 25, and a lock nut 30 is screwed onto the stud 21 above the stopper 25, which serves both to position the stopper 25 and to prevent it from coming off.

The plunger 22 is configured to not rotate about the stud 21 by a rotation stopper (not shown). Therefore, when the electromagnetic coil of the actuator 15 is excited, the actuating plunger 28 is attracted in the direction of the arrow in FIG. 2a. When the stopper 25 is positioned relative to the plunger 22 as shown in FIGS. When the wall 31 between them and the gap 23 of the plunger 22 are at a position where they can fit into each other, the plunger 22 becomes able to slide up and down,
As a result, from this state onwards, the poppet valve 18 becomes inactive.

Further, when the electromagnetic coil of the actuator 15 is turned off, the actuating plunger 28 is pushed out in the direction of the arrow in FIG.
When the position shown in b is reached, that is, the position where the groove 26 of the stopper 25 and the gap 23 of the plunger 22 face each other and the lower end surface of the wall portion 31 of the stopper 25 and the upper end surface of the protrusion 24 of the plunger 22 come into contact with each other, the plunger 22 is configured to stop sliding, and from this state onward, the poppet valve 18 is activated.

The stopper 25 is connected to the bushing rod 2 by the cam 24.
0 (or the end of the rocker arm 17) (hereinafter referred to as 1 cam lift).

) becomes zero, the engagement with the plunger 22 is released, or when engagement (in the case of this embodiment, the protrusion 2
4 and the wall portion 31).
The spring load caused by the valve spring (not shown) for closing is reduced, and the valve can be rotated.

By the way, the control circuit 16 receives various engine operation information signals S1 such as load information such as the rotational speed of the engine E and accelerator opening, or engine oil temperature, and outputs a control signal S2 for the body cylinder and an enrich mechanism. The control signal S2 is supplied to the electromagnetic coil in the actuator 15 in the valve operation stop mechanism M, and the control signal S3 is interposed in the auxiliary pipe 9 and outputted in the same manner. It is designed to be supplied to an electromagnetic coil 32a of a solenoid valve 32 that opens and closes the auxiliary pipe 9.

Note that the electromagnetic coil of the actuator 15 has a bilevel (hereinafter referred to as 1H) having a predetermined voltage value.

) When it receives a signal, it is energized, the valve is inactive, and the cylinder is in the cylinder state, and when it receives a low level (hereinafter referred to as 1LJ) signal with a voltage value of almost zero, it is demagnetized. , it has already been mentioned that the valve is activated and the cylinder is activated, but the electromagnetic coil 32a of the electromagnetic valve 32 is
When receiving the H signal, it is energized, closes the auxiliary pipe 9, and closes the valve 8.
Regardless of the open/close state of the valve 8, the enrich mechanism 3 is placed in a rest state, and upon receiving the L signal, it is demagnetized, the auxiliary pipe 9 is opened, and the enrich mechanism 3 is activated according to the open/close state of the valve 8. It has become.

In this control circuit 16, when the level of the control signal S2 is H, the level of the control signal S3 is also H, and when the level of the control signal S2 is L, the level of the control signal S3 is also L.
The control signals S2 and 83 can be output in synchronization or following each other so that the control signals S2 and 83 can be output in synchronization with each other. In order to shift the three cylinders 2, 3) to the cylinder state, a cylinder control means capable of issuing a cylinder signal to the valve operation stop mechanism M of the cylinders 2, 3 is provided, and the cylinders 2, 3)
In order to stop the enrichment mechanism 3 when transitioning to the body cylinder state of No. 3, the enrichment mechanism stop control means is provided which can issue a stop signal to the enrichment mechanism 3.

In FIG. 1, the reference numeral 33 indicates a venturi, 34 indicates a float chamber, and 35 indicates an exhaust passage.

With the above-described configuration, when the control circuit 16 receives the engine operation information signal S1 and determines that some of the cylinders 12 and 13 should be shifted to the cylinder state, the control circuit 16 sends an H control signal (cylinder signal ) S2 is output, and an H control signal (pause signal) 33 is output in synchronization with or following this control signal S2.

As a result, the cylinders 12 and 13 enter the cylinder state, and the enrichment mechanism 3 also enters the inactive state. Therefore, even if a high-load operating state occurs during such one-cylinder operation, the enrichment mechanism 3 remains in the inactive state. As a result, no harmful exhaust gases are generated, and fuel efficiency can be improved.

Further, when the control circuit 16 receives the engine operation information signal S1 and determines that some of the cylinders 12 and 13 should be returned to the operating state, the control circuit 16
An L control signal (body cylinder release signal) S2 is output from the L control signal S2, and an L control signal (pause release signal) S3 is output in synchronization with or following this control signal S2.

As a result, the cylinders 12 and 13 return to the operating state, and the enrich mechanism 3 operates to control the amount of fuel supplied according to the opening and closing of the valve 8, as in the past, so that the engine is not in a high-load operating state while the engine is operating. Then, the amount of fuel is increased,
Output is now improved.

In addition, the body cylinder control means and the enrichment mechanism stop control means may be provided individually, or may be shared by each other, and these controls may be used to achieve the effects of each control means. The means can also be programmed and processed by a central processing unit (CPU) of a microcomputer.

Also, instead of configuring the second and third cylinders 2 and 3 to be able to shift to the body cylinder state, the first and third cylinders 2 and 3 are configured to be able to shift to the body cylinder state. The fourth cylinders 1 and 4 may be configured to be able to shift to the cylinder state.

As described in detail above, according to the operating cylinder number control engine of the present invention, when some of the cylinders are in the cylinder state, the enrichment mechanism is configured so that it does not operate even if a high load operation state occurs. This not only prevents the generation of harmful exhaust gases but also improves fuel efficiency.

[Brief explanation of the drawing]

The figures show an engine with controlled number of operating cylinders as an embodiment of the present invention. Fig. 1 is an explanatory diagram schematically showing its overall configuration, Fig. 2 a, b, and Fig. 3 a, b are All of them show the valve operation and stop mechanism. Figure 2a is a plan view showing the state when the valve is stopped, Figure 2 is a schematic diagram showing the state when the valve is stopped, and Figure 3a is the same. FIG. 3 is a plan view showing the state when the valve is in operation, and FIG. 3 is a schematic diagram showing the state when the valve is in operation. 1...Intake passage, 2...Carburizer, 3.
... Enrich mechanism, 4... Main system,
4a... Main nozzle, 5... Throttle valve, 6... Communication pipe, 7... Diaphragm device, 7a... First chamber , 7b...
...Spring, 7c...Diaphragm,
7d...Second chamber, 8...Valve, 9
...Auxiliary pipe, 10...Air filter,
11-14... Cylinder, 15... Actuator, 16... Control circuit as cylinder control means and enrich mechanism stop control main stage, 17...
... Rocker arm, 18 ... Poppet valve, 19
...Cam, 20...Butschrod,
21...Stud, 22...Plunger, 23...Gap, 24...Protrusion,
25...Stopper, 26...Groove, 27
...Lever, 28 ... Actuation plunger, 29 ... Spring, 30 ... Lock nut, 31 ... Wall part, 32 ... ...Solenoid valve, 32a...Solenoid coil, 33...
...Venturi, 34...Float chamber, 35...
...Exhaust passage, E...Engine.

Claims (1)

[Scope of utility model registration request] In an engine that is equipped with a cylinder valve operation stop mechanism and an enrich mechanism in the carburetor, in order to shift some of the cylinders to the cylinder state while the engine is operating, the body is equipped with the cylinder valve operation stop mechanism. A cylinder control means capable of issuing a cylinder signal is provided, and an enrichment mechanism stop control means capable of issuing a stop signal to the enrichment mechanism in order to stop the enrichment mechanism when the cylinder shifts to the cylinder state. An engine with controlled number of operating cylinders.