JPS6270631A - Vibration reducing device for number of operating cylinder control engine - Google Patents

Abstract

PURPOSE:To control production of a fluctuation in torque, by a method wherein a pressure regulating tank, storing a gas pressure introduced to a cylinder in recess during partial cylinder operation, is mounted separately from a suction passage, and through regulation of a gas pressure therein, the compressed pressure of a cylinder in recess is adjusted to a value about equal to the combustion pressure of a cylinder in operation. CONSTITUTION:A pressure tank 20 is mounted to a cylinder 1A in recess of a titled engine separately from a suction passage 4a in recess, and is communicated with a combustion chamber 3 of the cylinder 1A in recess through a gas pressure introduction passage 21. A gas pressure introduction valve 22 is situated to the portion, open to the combustion chamber 3, of the gas pressure introduction passage 21, and the valve 22 is controlled by an actuator 23 so as to opened during the second stage of a suction stroke when partial cylinder operation takes place. An atmospheric pressure introduction passage 24 and a negative pressure introduction passage 25 are connected to the pressure regulating tank 20, and introduction valves 26 and 27 are placed in the portions, open to the pressure regulating tank 20, of the passages 24 and 25, respectively, to form a pressure regulating means 30, which performs control so that a mixmum compressed pressure at a point of time when the compression strokc of the cylinder 1A in recess becomes equal to the maximum combustion pressure of a cylinder 1B in operation.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention provides a cylinder number control engine in which operation of some cylinders is stopped in a low engine load operating range to perform partial cylinder operation. The present invention relates to an improvement of a vibration reduction device for reducing vibrations generated due to torque fluctuations during operation.

(Prior Art) Generally, when an engine is operated under a high load condition, the fuel consumption rate tends to increase. From this, in a multi-cylinder engine, high output can be ensured by performing all-cylinder operation in which all cylinders are operated in high-load operating ranges, while partial-cylinder operation in which some cylinders are deactivated in low-load operating ranges. A cylinder number control engine is known in which the load on the active cylinder is relatively increased by performing the following steps, thereby improving overall fuel efficiency in a low-load operating range.

By the way, in such a cylinder number controlled engine, during partial cylinder operation, the operating air opening is 1! A large difference occurs between the combustion pressure of the '7i and the compression pressure of the cylinder on the idle side, causing torque fluctuations.Moreover, this difference is caused by the gas trapped in the weight opening station being transferred to the crankcase side as partial cylinder operation continues. As the compression pressure gradually decreases due to heavy blow-by, it increases further and torque fluctuation increases. From this,
There is a problem in that low-frequency single-stroke motion, which is not a problem during all-cylinder operation, increases.

For this reason, as a technology that is not related to such imaging, as disclosed in Japanese Utility Model Application No. 5E1156134, the amount of blow-by gas in the 1F side cylinder that accompanies partial cylinder operation is At the same time, the intake passage is divided into active and inactive cylinders so that the compression pressure in the inactive cylinder approaches the combustion pressure in the active cylinder, depending on the engine load condition. Accordingly, there is a system in which torque fluctuations during partial cylinder operation are suppressed by regulating the pressure in the idle side intake passage at a constant ratio to the pressure in the active side intake passage.

(Problems to be Solved by the Invention) However, in the conventional system mentioned above, during partial cylinder operation, the intake passage is divided into a rest-side intake passage and an operating-side intake passage, and the pressure in the rest-side intake passage is regulated. Immediately after switching from full-cylinder operation to partial-cylinder operation, the response of pressure regulation is poor, and there is a delay in response in bringing the compression pressure of the idle cylinder closer to the combustion pressure of the active cylinder. There is a problem in that torque fluctuations cannot be sufficiently suppressed.

In addition to the engine load, the combustion pressure in the active cylinder is
It is determined by many factors such as ignition timing, air-fuel ratio, and EGR rate, and there is no proportional relationship between intake pressure and combustion pressure. For this reason, even if the intake pressure on the idle side is adjusted proportionally to the intake pressure on the active side at a fixed rate according to the engine load, the compression pressure in the idle cylinder will not accurately match the combustion pressure in the active cylinder. It is difficult to get close to it, and vibration cannot be effectively reduced. In addition, the compression pressure and combustion pressure change due to aging factors such as gas leakage and ignitability, and there is also the drawback that it is impossible to deal with this.

The present invention has been made in view of the above, and its object is to provide a pressure regulating tank in addition to the intake passage to store the gas pressure introduced into the cylinder on the idle side during partial cylinder operation. By adjusting the gas pressure in the engine and bringing the compression pressure of the idle cylinder close to the combustion pressure of the active cylinder, the engine will reduce aging, etc. over the entire range of partial cylinder operation, including immediately after switching from full cylinder operation to partial cylinder operation. The objective is to more effectively suppress torque fluctuations by substantially matching the pressures of the operating cylinder and the idle cylinder in each cycle with good responsiveness and accuracy, without being affected by the

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention includes a dormant cylinder that stops operating in a low port operation range and an active cylinder that constantly operates. The intake passage is used as a vibration reduction device for air volume control engines that controls the gas pressure introduced into the idle cylinder during partial cylinder operation to bring the compression pressure of the idle cylinder closer to the combustion pressure of the active cylinder. Separately and independently, a pressure regulating tank is provided for storing the gas pressure introduced into the cylinder on the idle side during partial cylinder operation, and a pressure regulating means is provided for regulating the gas pressure in the pressure regulating tank. Further, a grasping means for grasping the maximum combustion pressure of the operating cylinder, and an output from the grasping means are provided, and the rFi high compression pressure as the idle cylinder at the end of the compression stroke of the idle cylinder is determined to be the maximum combustion pressure of the operating cylinder. The present invention includes a control means for controlling the pressure regulating means so that the pressure becomes equal to the combustion pressure.

(Function) With the above configuration, in the present invention, the pressure regulating means is controlled by the control means, and the gas pressure in the pressure regulating tank is adjusted by the pressure regulating means as a whole at the end of the compression stroke of the disabled cylinder. The pressure is regulated so that the maximum compression pressure of the cylinder is equal to the maximum combustion pressure of the operating cylinder ascertained by the grasping means, and the regulated gas pressure in the pressure regulating tank is introduced into the idle cylinder during partial cylinder operation. Since the gas pressure of the cylinder on the idle side is controlled 11, during partial cylinder operation, the maximum combustion pressure of the cylinder on the active side and the maximum compression pressure of the entire cylinder on the idle side almost match in each cycle, suppressing torque fluctuations. &1 will be done.

In this case, the pressure regulating tank is provided independently from the intake passage and stores the regulated gas pressure as described above, so that it can be used immediately after switching from full cylinder operation to partial cylinder operation. , the regulated gas pressure in the pressure regulating tank can be immediately introduced into the idle cylinder with good responsiveness,
The torque fluctuation can be effectively suppressed and reduced over the entire partial cylinder operation range.

In addition, the gas pressure of the idle cylinder is adjusted by determining the maximum combustion pressure of the active φh cylinder so that the g1 high compression pressure of the entire idle cylinder is equal to the R high combustion pressure of the active cylinder. Since it is performed at the same time, it is not affected by factors that affect combustion pressure or aging changes such as gas leaks, and the above pressure regulation control, that is, the matching of the maximum pressure between the operating cylinder and the idle cylinder, can be performed with precision. Therefore, it is possible to further suppress torque fluctuations.

<First Embodiment> Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

FIG. 1 shows the overall schematic configuration of a cylinder number control engine equipped with a noise reduction device according to a first embodiment of the present invention. The following is an example of what is done in 1.
△ indicates the cylinder on the inactive side, which corresponds to the first and fourth cylinders that are inactive in the low-load operating range, and 1B indicates the active-side cylinder, which corresponds to the second and third cylinders, which are constantly operating in the entire operating range of low and high loads. Each of the cylinders 1Δ and 1B defines a combustion chamber 3 whose volume can be varied by the reciprocation of the piston 2. Reference numeral 4 denotes a main intake passage whose upstream end opens to the atmosphere via an air cleaner 5 and supplies intake air to the metal air 1a1Δ, 1B. A throttle valve 6 is disposed to control the main intake passage 4, and the downstream side of the main intake passage 4 is branched into a rest-side intake passage 4a and an active-side intake passage 4b corresponding to each of the cylinders 1Δ and 1B. The combustion chambers 3 of the corresponding cylinders IA and 1B are communicated with each other. In addition, 7a and 7b are the idle side and active side exhaust passages for discharging exhaust gas from the combustion chambers 3 of the idle side cylinders 'IA and 1B, respectively, and 8 is the respective intake passages 4a and 4b. A fuel injection valve 9 is disposed in the flow of the main intake passage 4 from the throttle valves 1 to 61 and is an air flow meter that detects the amount of intake air.

Further, 10 is an intake valve disposed at the opening of each intake passage 4a, 4b to the combustion chamber 3, and 11 is each exhaust passage 7a, 7b.
This is an exhaust valve disposed at the opening to the combustion chamber 3. Each of the intake valves 10 and each exhaust valve 11 is opened and closed at predetermined timing by a valve mechanism (not shown) to perform an all-cylinder operation in which all cylinders 1A and IB are activated. For the intake valve 10J-3 and the exhaust valve 11, the transmission of the driving force of the L operating valve mechanism to the base pieces 10, 11 is cut off to stop the opening and closing operations of the base pieces 10 and 11, respectively.
An intake valve stop actuator 12 and an exhaust valve stop actuator 13 that maintain the valves 0 and 11 in a closed state are linked, and the operation of each actuator 12 and 13 stops the operation of the stop cylinder 1△, Working side cylinder 1B
It is configured to perform partial cylinder operation in which only the cylinders are activated.

Here, an example of a specific structure of the intake valve stop actuator and exhaust valve stop actuator 12.13 will be described in detail with reference to FIGS. 2 and 3.
13 is a valve stop with the same configuration) 4 is incorporated on the side,
A valve stop mechanism 50 for the intake valve 10 is shown in FIGS. 2 and 3. As shown in FIGS. That is, the cam 51 corresponds to the intake valve 10.
A rocker shaft 5 parallel to the camshaft 52 having a
3 is disposed, and a rocker arm 54 is supported at 53 to the rocker shirt i, and the rocker arm 54 is
The cam-side arm 55 that comes into contact with the cam 51 and the intake valve 1
0, and a valve side arm 56 that abuts on the valve side arm 56.

Both arms 55 and 56 are supported for relative movement around the rocker shaft 53, and are composed of a plunger 57 and a lever member 58rj, and are switched between a connected state and a non-connected state by a selector 59. The selector 59 is connected to an actuator 12 that switches the selector 59. Therefore, when the actuator 12 is inactive, the five selectors connect the cam-side arm 55 and the valve-side arm 56, and the swinging of the cam-side arm 55 due to the rotation of the cam 51 is transmitted to the valve-side arm 5G. While the intake valve 10 continues to open and close, when the actuator 12 is operated, both arms are disconnected by the selector 59, and the cam 5
The swing of the cam side arm 55 caused by the rotation of the valve 1 is not transmitted to the valve side arm 56, the closing operation of the intake valve 10 is stopped, and the intake valve 10 is held in the closed state by the valve spring 60. It has become. Note that the valve stop mechanism for the exhaust valve 11 has a similar configuration.

In such a cylinder number control engine, reference numeral 20 denotes a pressure regulating tank that stores the gas pressure introduced into the idle cylinder 1A during partial cylinder operation, and the pressure regulating tank 20 is independent from the idle side intake passage 4a. The combustion chamber 3 is connected to the combustion chamber 3 of the idle cylinder 1A via a gas pressure introduction passage 21. A gas pressure introduction valve 22 that opens and closes the gas pressure introduction passage 21 is disposed at the opening of the gas pressure introduction passage 21 to the combustion chamber 3. A gas pressure introduction valve actuator 23 that opens the pressure introduction valve 22 in the latter half of the intake stroke is connected to the gas pressure introduction valve actuator 23. During partial cylinder operation, the gas pressure introduction valve actuator 23 is operated to open the gas pressure introduction valve 22 to adjust the pressure. It is configured to introduce the gas pressure in the pressure tank 2Q into the combustion chamber 3 of the idle cylinder 1A. Here, between the gas pressure introduction valves 22 and 22, the ignition order is 1→
In the case of cylinders 3 → 4 → 2, the gas pressure introduction valve 22 of each idle cylinder 1A of the 1st and 4th cylinders is set to open every 360', and at each idle as shown in 177E. The total maximum compression pressure obtained by adding and stopping the iN large compression pressure of the side cylinder 1A is made equal to the maximum combustion pressure of the 8-stroke open cylinder 1B.

Reference numeral 24 denotes an atmospheric pressure introduction passage whose one end opens upstream of the throttle valve 6 of the main intake passage 4 and whose other end opens into the pressure regulating tank 20 to introduce atmospheric pressure into the pressure regulating tank 20; The main intake passage 4 is a 0-pressure introduction passage that opens to the fifth flow of the throttle valve 6 and the other end opens to the pressure regulation tank 20km to introduce negative intake pressure into the pressure regulation tank 2o, and the atmospheric pressure introduction passage 2
Assuming that an atmospheric pressure introduction valve 26 for opening and closing the atmospheric pressure introduction passage 24 is disposed at the opening 11 to the pressure regulation tank 20 of No. 4, the negative pressure introduction passage 25 to the pressure regulation tank 2o is disposed at the A Q pressure introduction valve 27 that opens and closes the negative pressure introduction passage 25 is disposed at the opening. Furthermore, actuators 1-1 to 39-man valves 26 and 27 for opening and closing the 39-person valves 26 and 27 are respectively attached to both inlet valves 26 and 27.
28.29 are connected, and each actuator 2
8.29 opens and closes each introduction valve 26.27 to introduce atmospheric pressure or negative pressure into the pressure regulating tank 20.
gL constitutes a pressure regulating means 30 that regulates the gas pressure in the pressure regulating tank 20.

On the other hand, 40 is a rotational speed sensor that detects the engine rotational speed NE based on the number of ignitions of the ignition coil 14;
Reference numeral 1 denotes an intake pressure sensor which is disposed in the working side intake passage 4b and detects the intake pressure PA of the working cylinder 1B. Based on the intake pressure PA, the operating cylinder 1B
It constitutes a grasping means for grasping the maximum combustion pressure of. Further, 42 is a gas pressure sensor that detects the gas pressure Pa of the pressure regulating tank 20. And each of these 40 to 4
The output No. 2 is a control for controlling the operation of each actuator 12.13, 23° 26.27 for the intake valve stop, exhaust valve stop, gas pressure introduction valve, atmospheric pressure introduction valve, and negative pressure introduction valve. The information can be input to a control unit 45 including a CPU or the like.

Next, the operations of the controller 1 to the roll unit 45 will be explained with reference to the flowchart of FIG. When inputting the signal of intake pressure PA of 1B, the signal of flag i during partial cylinder operation and the engine cooling water temperature T
After inputting signals such as w (engine temperature), it is determined from these signals whether or not 11 is established during partial cylinder operation in step S2. When the answer to 111 is No, it is determined in step S3 whether or not all-cylinder operation is in progress, and when it is not in all-cylinder operation, it is determined that it is time to switch from partial-cylinder operation to all-cylinder operation. In step S4, a return signal is output to the intake valve stop and exhaust valve stop actuators 12.13 to close the intake valve 10 and exhaust valve 11 of the idle cylinder 1A to rjF1. A stop signal is output to the gas pressure introduction valve actuator 23 to maintain the valve in the closed state, and the process ends. On the other hand, in the case of YES, which means that all cylinders are in operation, the process ends immediately.

On the other hand, if the determination in step S2 is YES, indicating that the partial cylinder operating condition is satisfied, the next step S5 is performed.
It is determined whether partial cylinder operation is in progress or not, and if No is not in partial cylinder operation, it is determined that it is time to switch from all cylinder operation to partial cylinder operation, and in step S6 the intake valve of cylinder 1A on the idle side is closed. 10 and an exhaust valve stop actuator 12 to stop the opening/closing operation of the exhaust valve 11.
゜13 [When outputting a signal, the gas pressure introduction valve unique 23 is set to open the gas pressure introduction valve f22 at regular intervals (360°tσ in the case of 4 cylinders).
After outputting the activation signal, if the determination in step $5 is YES indicating that partial cylinder operation is in progress, the process proceeds to the next step S1.

Next, in step J3, the target gas pressure to be regulated in the pressure regulating tank 20 is 1! The mouth Poo is calculated.

This target gas pressure value Pso is determined based on the intake pressure PA of the operating cylinder 1B and the engine speed NE.
The maximum compression pressure of the rest cylinder 1A as a whole at the end of the compression stroke of A (the pressure obtained by adding the maximum compression pressures of the first cylinder and the fourth cylinder ε, 7) is the maximum compression pressure of each active cylinder 1B (second or third cylinder). Pso- so that it is equal to the maximum combustion pressure of the cylinder)
f (PA, N mortar), the target value is 1/2 lower than that of the one that covers the high compression pressure with one cylinder on the side of the body, and from this, the air pump etc. This is not necessary, and there is an advantage that the target gas pressure value Peo can be sufficiently covered by adjusting the introduction of atmospheric pressure and intake negative pressure.

Then, based on the target gas pressure value PBO screened above, the gas pressure P8 of the pressure regulating tank 20 is feedback-controlled so as to reach the target (directly Pso). That is, in step S8, the gas pressure P8 of the pressure regulating tank 20 is controlled by feedback from the gas pressure sensor 42. After inputting the signal of the gas pressure PB of the pressure tank 20, Step S is to calculate the target gas pressure (the difference between the direct Pso and the actual gas pressure Pa by 1P).
It is determined whether eo-Ps1 is within the allowable adjustment error Δρ.

When this determination is YES, IPθo-Po1≦ΔP, it is a slight stop within the allowable adjustment error Δρ, and the control is immediately terminated from the viewpoint of preventing the occurrence of surging. On the other hand, if the above determination is No for l PB o −PBl>ΔP, step SI is further performed.

Compare and determine the magnitude of the target 1ItIP8o and the measured gas pressure Pa, and if Ps o > PB (YES), output a valve opening signal to the atmospheric pressure introduction valve actuator 28 to open the atmospheric pressure introduction valve 26 for a minute period in step So. On the other hand,
When Pea≦P8 (No), in step S12, a valve opening signal is output to the two negative pressure introduction valve actuators to open the negative pressure introduction valve 27 for a minute period, and each step $8
λ is repeated, and the gas pressure Pal in the pressure regulating tank 20 is
The difference between the target value PBO and the target value PBO is made to fall within the allowable adjustment error Δρ.

In the above flow, steps 82.85 to S12
Therefore, during partial cylinder operation, the gas pressure P in the pressure regulating tank 20
By controlling the pressure so that a becomes the target value Poa, the deactivated cylinder 1 which enters the compression stroke of the deactivated cylinder 1Δ
ΔA control means 46 is configured to prospectively control the first stage of pressure regulation 30 so that the maximum compression pressure as a whole (first cylinder and fourth cylinder) becomes equal to the maximum combustion pressure of the operating cylinder 1B.

Therefore, in the first embodiment, during partial cylinder operation, the pressure regulating means 30 is controlled by the control means 46, so that the gas pressure P[I in the pressure regulating tank 20 is determined by the difference between the engine speed NE and the operating cylinder 1B. Operation 111 based on intake pressure PA! The pressure is regulated to a target value Peo determined to determine the maximum combustion pressure of the I cylinder 1B. As a result, 3 of the IL side cylinders 1△ (1st cylinder and 4th cylinder) of each body
The maximum compression pressure at j7 at the end of the 60° compression stroke is as shown in Figure 5 (a) and (d).
(2nd and 3rd cylinders) maximum combustion pressure (see figure (1)
)) and (c)), which is approximately 1/2 of the pressure i+0, and the maximum compression pressure of each of the cylinders 1A on the idle side is added up to 3.
Child control is performed so that the overall maximum compression pressure for every 60'' becomes equal to the maximum combustion pressure of the active cylinder 1B, as shown in FIG. 2(e).

When the gas pressure in the pressure regulating tank 20 whose pressure has been regulated as described above is introduced into the cylinder 1Δ on the idle side, the operation 1. The maximum pressures of the IJ side cylinder 1B and the idle side cylinder 1A are approximately the same, and torque fluctuations can be suppressed and low frequency vibrations can be reduced.

In that case, the pressure regulating tank 20 is provided independently from the idle-side intake passage 4a and stores the regulated gas pressure P days as described above, so that the pressure regulating tank 20 can be changed from full-cylinder operation to partial-cylinder operation. Immediately after switching to , the regulated gas pressure PB of the pressure regulating tank 2o can be immediately introduced into the cylinder 1A on the side of the body, and the cylinder 1A on the idle side and the open air vJ1B can be It is possible to match the maximum pressure of
1 can be done effectively.

Furthermore, the pressure regulation of the gas pressure Ps introduced into the idle cylinder 1△ during partial cylinder operation is based on the engine speed NE and the intake pressure P^ of the active cylinder 1B. This is done so that the maximum compression pressure of the entire idle cylinder 1A is equal to the maximum combustion pressure determined, so the combustion pressure is determined by factors such as engine load, ignition timing, air-fuel ratio, and EGR rate. The maximum combustion pressure between the active cylinder 1B and the idle cylinder 1A is maintained by pressure regulation control that maintains the maximum combustion pressure. Pressure consistency control can be performed with high precision, torque fluctuations can be further suppressed, and vibrations can be further reduced.

In addition, in the above embodiment, the overall high compression pressure of 1il obtained by making money from the maximum compression pressure of every 360' of each of the idle side cylinders 1A of the first cylinder and the fourth cylinder becomes the maximum combustion pressure of the active side cylinder 1B. Since they are made to be equal, one cylinder on the idle side
Compared to the case where A provides 720°fU, the gas pressure J) regulated in the pressure regulating tank 20 can be reduced to approximately 1/2,
As a result, the pressure of the intake air generated in the engine can be regulated by adjusting the intake pressure (1 pressure) and the atmospheric pressure, and an air pump is not required, making it possible to simplify the construction.

(Second Actual/M Example) FIG. 6 shows a second embodiment of the present invention. This eliminates the need for a valve (which is provided at the opening of the gas pressure introduction passage 21 to the combustion chamber 3 to control the introduction of this gas pressure), and also saves space accordingly. Therefore, each cylinder has 10 intake valves.
The exhaust valve 11 is changed to a four-valve type in which two exhaust valves 11 are provided each. Incidentally, the same parts as in the first embodiment are given the same reference numerals, and the number 31 is omitted.

Therefore, in this example, one end of the gas pressure introduction passage 21' communicates with the pressure regulating tank 20, and the other end is connected to the idle side intake passage 4a, and a first The switching valve 31 is connected to the second switching valve 3 in the gas pressure introduction passage 21'.
2 is provided, and during full cylinder operation, the first switching valve 31 is closed and the second switching valve 32 is closed to supply intake air from the idle side intake passage 4a as usual, while during partial cylinder operation, the first switching valve 31 is closed and the second switching valve 32 is closed. The valve 31 is closed and the second switching valve 32 is closed, so that the gas pressure in the pressure regulating tank 20 is transferred to the idle cylinder 1A using the gas pressure introduction passage 21' and a part of the idle intake passage 4a. We are planning to introduce it to

Further, the actuator 12' of the intake valve 10 of the idle cylinder 1Δ operates the quantity valve during the intake stroke during full cylinder operation, and operates the quantity valve for pressure regulation only in the latter half of the intake stroke during partial cylinder operation. It is variably controlled as follows. Note that, similarly to the first embodiment, the exhaust valve 11 of the idle cylinder 1A opens and closes at predetermined timing when all cylinders are in operation;
During partial cylinder operation, the valve is controlled to stop opening and closing and maintain the valve in a closed state, and for this purpose, the valve stop I mechanism 50 (FIGS. 2 and 3) described in the first embodiment is similar to the valve stop I mechanism 50 (FIGS. 2 and 3). A modification is adopted to accommodate two exhaust valves 11.11.

Here, an example of a variable valve timing mechanism in which the actuator 12' for the intake valve 10 of the idle cylinder 1Δ is incorporated is shown in FIGS. 7 and 8.

In the illustrated example, the intake valve 10 is opened at a cycle of 720'fυ during pressure regulation during partial cylinder operation. In this variable valve timing mechanism 70, a camshaft 71 is provided with two cams 72.73 having different shapes from the intake valve 10.10 of the cylinder 1Δ on the idle side, and these cams 72.73 and the intake valve 10. When the rocker arm 74 supported on the car shaft 80 is disposed between the cams 72 and 10, the intake valves 10 and 10 are selectively linked to these cams 72 and 73, and the link is operated. It is equipped with a switching mechanism that switches depending on the state (full cylinder operation and partial cylinder operation). Then, the above two types of cams 72
．． 73, the cams 72, 72 for operation on both sides have the same shape, and the cam 73 for rest at the center has a different shape from the cams 72, 72 for operation on both sides, The rocker arm 74 includes a first arm 75 that is integrally provided with abutting parts for the operating cams 72 and 72 on both sides, and abutting parts for the central resting cam 73 and the intake valve 10.10. a second arm 7 with
6, and both arms 75.
76 is supported for relative movement around the lug shaft 80. Furthermore, at the center in the width direction of the wS1 arm 75, there is a connecting state for preventing the first arm 75 and the second arm 76 from moving together, and both arms 75.7.
Switch to a disconnected state that allows relative movement of 6. A selector 79 constituted by a plunger 77 and a lever member 78rf is provided, and an actuator 12' for switching the selector 79 is connected to the selector 79.

During all-cylinder operation, the actuator 12' switches the selector 79 to a connected state that prevents relative operation between the first arm 75 and the second arm 76, so that the 17th arm 75 is connected to the operating cam. 72.72, the second arm 76 separates from the rest cam 73 and swings together with the first arm 75. Therefore, according to the rotation of the operating cam 72. Is the intake valve 10°10 open during intake? On the other hand, when the partial cylinder is rotated, the actuator 12' switches the selector 79 to a disconnected state that allows the relative movement of both arms 75, 76, thereby controlling the rotation of the operating cams 72, 72. The accompanying swinging of the first arm 75 is not transmitted to the second arm 76, and the swinging of the second arm 76 in response to the rotation of the rest cam 73 opens the intake valves io and io in the latter half of the intake stroke. This is how it was done. As the variable valve timing mechanism 70 having the above-described structure, other known three-dimensional cam structures may be employed.

(Third Example) FIG. 9 shows a third example of the present invention. In the first example, the intake pressure PA of the working cylinder 1B and the engine speed NE
The maximum combustion pressure of the operating cylinder 1B was determined based on the above, and the pressure regulation of the gas pressure in the pressure regulating tank 20 was controlled in anticipation of the pressure regulation of the gas pressure in the pressure regulating tank 20. The angular velocity fluctuations, that is, the torque fluctuations of each cylinder on the side are detected, and feedback control of the gas pressure in the pressure regulating tank 20 is performed so that the two match.

In other words, the combustion pressure of the active cylinder 1B and the compression pressure t of the idle cylinder 1A each cause a moment 1- to the crankshaft.
This causes angular velocity fluctuations in the crankshaft, and there is also a time-dependent shift in the timing at which large fluctuations in angular velocity occur in the operating cylinder 1B and the idle cylinder 1A, that is, when the PL high and high pressure is generated. , in the case of a 4-cylinder engine, the crank angle alternates at 180' tu. , : An angular velocity sensor 44 consisting of a telegraph pickup or the like is provided, and the output signals of these sensors 43 and 44 are sent to the control unit 4.
5, the angular velocity fluctuation (torque fluctuation) of the crankshaft corresponding to the maximum combustion pressure 1 of the active cylinder 1B and the angular velocity fluctuation of the crankshaft corresponding to the maximum compression pressure of the entire A (Torque variation) is determined, and the pressure regulation of the pressure regulation tank 20 is feedback-controlled so that both angular velocity variations are equal. This operation is shown in No. 10.

In FIG. 10, steps 81 to S6 in the F1 coder 1 are the same as the flow shown in FIG. 4 in the above-mentioned 'IS1 embodiment, so the rest of the flow is as follows)!
! Third, in steps S and I, the crank color signal from the crank angle sensor υ43 and the angular speed sensor 44 are
Inputs the signal of the crankshaft angular velocity fluctuation from , and calculates the torque fluctuation Tf at the maximum combustion pressure of the active cylinder 1B and the idle cylinder 1A based on the crank angle and angular velocity trend fluctuation in step Ss'. Calculate the torque fluctuation C under the overall maximum compression pressure. And next step S.]
', it is determined whether the difference ITf-TC; between the two torque fluctuations Tf and Tc is within the allowable adjustment error T, and if YES, which is within the allowable adjustment error ΔT, control is immediately performed from the viewpoint of surging prevention. end. On the other hand, lZr capacity adjustment error Δ
If the answer exceeds 1, step SIQ'
Compare and determine the magnitude of the above Tf and TO, and 7f > Tc
If YES, the atmospheric pressure introduction valve 2 is opened in step 811'.
Actuator 2 for atmospheric pressure introduction valve to open G for a minute period
8, and when Tf≦TO (No), a quantity valve signal is output to the 0 pressure introduction valve actuator 29 so as to listen to the negative pressure introduction valve 27 for a minute period in step $12', and each step Repeating the process of returning to S y ', the gas pressure in the pressure regulating tank 20 is adjusted to the initial torque Tf,
The pressure is regulated by feedback control so that the difference in Tc ITf-TO+ falls within the allowable adjustment error ΔT.

Therefore, in the case of this example, the pressure regulation of the gas pressure in the pressure regulating tank 2o is controlled as in the first embodiment (not by prospective control, but by f & high combustion pressure of the active cylinder 1B and the maximum compression as a whole of the rest stiff air 1141A). Since the pressures are grasped and feedback control is performed so that they match, control accuracy is further improved and torque fluctuations can be further suppressed.

(Modifications) In addition to the first to third embodiments described above, the present invention includes the following modifications.

■ As a modification of the first embodiment, the valve cycle of the gas pressure introduction valve 22 for pressure regulation in the body J1 side cylinder 1A is set to 720'fH in the case of 4 cylinders, and the entire idle side cylinder 1△ is set to r. , the maximum compression pressure of each t is 1B in the working cylinder 1B
The pressure may be adjusted by anticipatory control so that it becomes equal to the maximum combustion pressure of .

In this case, the gas pressure to be regulated in the pressure regulating tank 20 is the first
Since the pressure is approximately twice as high as that in the embodiment, an air pump is provided in the middle of the atmospheric pressure introduction passage 24 to supply pressure b higher than atmospheric pressure from the atmospheric pressure introduction passage 24 to the pressure regulating tank 20. Therefore, it is preferable to increase the pressure by 1゜ so as to improve the responsiveness of pressure regulation.

■ As a modification of the third example, instead of the crank angle sensor 43 and the angular velocity weight sensor 44, the operating side chain rtfJ1
A pressure sensor is provided to directly detect the combustion pressure of B and the compression pressure of the idle cylinder 1A, and from these, the maximum combustion pressure of the active cylinder 1B and the high compression pressure of the idle cylinder 1A as a whole are determined. The pressure may be adjusted by feedback control so that the pressure is 11 & 2.

■ In the above explanation, the case of a four-cylinder engine has been described, but it can be similarly applied to other multi-cylinder engines. In addition, the number of intake and exhaust valves is 2 valve type, 4 valve type as mentioned above.
In addition to the valve type, it is also applicable to various known types, and the structures of the intake system and exhaust system are not particularly limited.

(Effects of the Invention) As explained above, according to the vibration reduction device for a single engine with cylinder number control according to the present invention, the vibration reduction device for a single engine with cylinder number control of the present invention can reduce vibrations in each cycle over the entire range of partial cylinder operation, including immediately after switching from all cylinder operation to partial cylinder operation. Since the maximum pressure between the operating cylinder and the idle cylinder can be reduced with good response and accuracy, it is possible to more effectively suppress 1 to 1 torque fluctuations during partial cylinder operation and reduce vibration. It is possible to improve the reduction effect.

[Brief explanation of drawings]

The drawings illustrate examples of the length of the present invention, and are shown in Figs. 1 to 5.
The figure shows the first embodiment, and FIG. l1M
Fig. 2 is a plan view of the valve stop mechanism, Fig. 3 is a cross-sectional view of Fig. Figure 1-, Figure 5(a)-(
f) is an explanatory diagram showing the change in pressure fJ'rt of the first to fourth cylinders, all cylinders on the deactivated side, and the gold cylinder, respectively. 6 to 8 show the second embodiment, FIG. 6 is a schematic diagram of the overall configuration, FIG. 7 is a plan view of the variable valve timing mechanism, and FIG. 8 is a cross section taken along the line ■-■ in FIG. 7. It is a diagram. 9 and 10 show a third embodiment, FIG. 9 is a general schematic diagram thereof, and FIG. 10 is a flowchart illustrating the operation of the control unit. 1△...Cylinder on the idle side, 1B...Working aiJ (lIll
Cylinder, 4a... Inactive side intake passage, 4b... Working side intake passage, 1o... Intake valve, 11... Exhaust valve, 20.
...Pressure adjustment tank, 21゜21'...Gas pressure introduction passage,
22... Gas pressure introduction valve, 30... Pressure regulating means, 40...
・Rotational speed sensor, 41 ・Intake pressure sensor, 42...
・Gas pressure sensor, 43...Crank angle sensor, 44
...Angular velocity sensor, 45...Control unit i
〜,46...it,II Ifl means. Patent Applicant Mazda Motor Corporation Representative Patent Attorney Former [RO]
Hiroshi Figure 3 Figure 2 Figure 2 Factor 8 Figure 7

Claims (1)

[Claims] (1) Equipped with a deactivated cylinder that stops operating in the low-load operating range and an active cylinder that is constantly activated, and controls the gas pressure introduced into the deactivated cylinder during partial cylinder operation to adjust the combustion pressure of the active cylinder. In a vibration reduction device for an engine that controls the number of cylinders to bring the compression pressures of the cylinders on the idle side close to each other, there is a pressure regulating tank that is provided independently from the intake passage and stores the gas pressure introduced into the cylinder on the idle side during partial cylinder operation. , a pressure regulating means for regulating the gas pressure in the pressure regulating tank; a grasping means for grasping the maximum combustion pressure of the operating cylinder; and a grasping means that receives the output of the grasping means and determines the maximum combustion pressure of the idle cylinder at the end of the compression stroke of the idle cylinder. A vibration reduction device for a cylinder number controlled engine, comprising: control means for controlling the pressure regulating means so that the overall maximum compression pressure is equal to the maximum combustion pressure of the operating cylinder.