JPS6285143A - Vibration reducing device for cylinder number control engine - Google Patents

Abstract

PURPOSE:To prevent vibration increase, by controlling the total compression pressure of the halted side cylinders to be equal to the average combustion pressure of the operating side cylinders, and making the difference of the maximum pressures during the cycle smaller to the uneven combustions among the operating side cylinders in a partial cylinders operating condition. CONSTITUTION:A gas pressure leading passage 21 is furnished to link to a combustion chamber 3 of a halted side cylinder 1A with an intake and an exhaust valves 10 and 11 which are kept closed by the actions of actuators 12 and 13 respectively, to make it possible to introduced the gas pressure in a gas pressure adjusting tank 20 to the combustion chamber 3 in a partial cylinders operating condition. At the pressure adjusting tank 20 are furnished an atmospheric pressure lead valve 26 and a negative pressure lead valve 27, to compose a pressure adjusting device 30. Also a detecting device 46 is furnished to detect the maximum combustion pressure of an operating side cylinder 1B, from whose output signals, an average combustion pressure of the cylinder 1B is computed at a control unit 45, and the pressure adjusting device 30 is controlled to make the total compression pressure of the halted side cylinders at the end of the compression stroke of the halted side cylinder 1A to be equal to the resultant pressure value from the unit 45.

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Fields> The present invention provides low engine ni'i! In an engine with cylinder number control in which the operation of some cylinders is stopped and partial cylinder operation is performed (j) in the i operating range or ``partial cylinder operation (j), this photographic method is used to reduce vibrations that occur due to torque fluctuations during partial cylinder operation. This invention relates to improvements to dynamic reduction devices.

(Prior Art) Generally, when an engine is operated under a high Ω load state, the fuel consumption rate tends to improve. From this, in a multi-cylinder engine, high! In the A load operating range, all cylinders are operated to ensure C Takayama/), while in the low load operating range, partial cylinder operation is performed in which some cylinders are stopped, thereby reducing the number of active cylinders. By relatively increasing the Ω load,
There are well-known engines that control the number of cylinders to improve overall fuel efficiency in the low-load operating range. There is a large difference between the combustion pressure and the compression 1F force in the cylinder on the idle side, which causes torque fluctuations. However, this difference is due to the gas trapped in the cylinder on the idle side due to continued partial cylinder operation. As the compression pressure gradually decreases due to blow-by on the crankcase side, the -resistance increases and torque fluctuation increases.This causes the problem of increased low-frequency (dynamic), which is not a problem when operating all cylinders. be.

For this reason, as a technique for reducing such vibrations, as exemplified in Japanese Utility Model Application Publication No. 156134/1983, conventional techniques have been developed to reduce blow-by gas from the cylinders on the idle side during partial cylinder operation every engine cycle. 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. Torque fluctuations during partial cylinder operation are suppressed by regulating the pressure in the intake passage (in other words, the gas pressure introduced into the cylinder on the idle side) at a constant ratio to the pressure in the active side intake passage. Something like this has been proposed.

(Problem to be Solved by the Invention) However, the maximum combustion pressure of the working cylinders is not necessarily the same among the working cylinders, and variations in the air-fuel ratio of the air-fuel mixture introduced into the working cylinders and swirls may occur. It is affected by factors associated with changes in operating conditions, such as strength, and factors that change over time, such as ignitability and gas leakage, and this causes variations. For this reason, even if the intake pressure on the idle side is regulated at a fixed rate according to the engine load compared to the intake pressure on the operating side as in the conventional method, the maximum pressure between cycles is There is a problem in that vibrations cannot be effectively reduced due to differences in combustion.

The present invention has been developed in view of the above, and its purpose is to calculate the average combustion pressure of the operating cylinders, assuming that combustion variations among the operating cylinders are unavoidable. C), and by bringing the compression pressure of the cylinder on the idle side close to this average combustion pressure, the difference in maximum pressure between the cylinders is always kept as small as possible, regardless of changes in engine operating conditions or changes in ignition performance over time. The objective is to suppress torque fluctuations more effectively.

(Means for Solving the Problems) In order to achieve the above object, the solving means of the present invention includes a cylinder on the inactive side that stops operating in a low-load operating range and a cylinder on the active side that operates all the time. , cylinder number control that controls the gas pressure introduced into the idle cylinder during partial cylinder operation so that the compression pressure of the idle cylinder approaches the combustion pressure of the active cylinder.
[Includes engine vibration reduction equipment] Then, a pressure regulating means is provided to regulate the gas pressure introduced into the idle cylinder during partial gas IX operation.Furthermore, a detection means is provided to detect high combustion pressure of each operating cylinder or a signal related thereto. , a calculating means for calculating the average combustion pressure of the operating cylinder in response to the signal of each detection f-stage; Ichi 1j control 5r82 which controls the pressure regulating means so that the compression pressure of the cylinder becomes equal to the average combustion pressure of the operating cylinder.
The configuration includes the following.

(Function) With the above configuration, in the present invention, the pressure regulating means is controlled by the regulating means, and the gas pressure in the idle cylinder is controlled by the pressure regulating means, so that the gas pressure in the idle cylinder is compressed (at the end of the j period). Since the compression pressure of the entire cylinder on the idle side is regulated to be equal to the average combustion pressure of the cylinder on the active side, which is respected by the extraction means, it is possible to prevent changes over time such as changes in engine operating conditions and gas leaks during partial cylinder operation. Even if the variation in the combustion state in the operating cylinder changes depending on the engine speed, the difference in maximum pressure between cycles can always be kept as small as possible, thereby effectively suppressing and reducing torque fluctuations. Kagukiru.

(Example) Hereinafter, an example of the present invention will be described in detail based on the drawings.

FIG. 1 shows an overall schematic configuration of a cylinder number control engine equipped with an imaging reduction and setting according to an embodiment of the present invention, and shows a 4-cycle 4-cycle engine.
An example will be given of a cylinder engine in which the ignition order is 1-→3→4→2 cylinders.

In the same figure, 1A is the first one that stops operating in the low load operating range.
1B is a cylinder on the idle side corresponding to the 4th cylinder;
Operating side cylinders corresponding to cylinders, each cylinder IA, 1B
has a combustion chamber 3 whose volume can be varied by the reciprocating movement of a piston 2. 4 is a main intake passage whose upstream end opens to the atmosphere via an air cleaner 5 to supply intake air to each cylinder 1A, 1B, and a main intake passage 4 has a section in the middle that controls the amount of intake air. A throttle valve 6 is disposed, 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 cylinder 1A, 1B, respectively. The combustion chambers 3 of the cylinders 1A and 1B communicate with each other. Further, 7a and 7b are exhaust passages on the idle side and the active side for discharging exhaust gas from the combustion chambers 3 of the cylinders 1A and 1B on the idle side and the active side, respectively, and 8 is disposed in each intake passage 4a and 4b for fuel. The fuel injection valve 9 is an air flow meter that is disposed upstream of the throttle valve 6 in the main intake passage 4 and detects the amount of intake air.

10 is each intake passage 4a. 4bl17) The intake valves arranged at the opening to the combustion chamber 3, 11 are each 1! The exhaust valve is located at the frontage of the air passages 7a, 7L+ 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 1Δ and 113 operate vJ, while the cylinder 1Δ on the idle side The intake valve 10J5 and the exhaust valve 11 each have tl, and the transmission of the driving force of the dynamic fr mechanism to each village 10.11 is cut off to stop the opening/closing operation of each village 10.11.1! Keep each valve 10.11 closed 4-
The actuator J-12J3 for the intake valve 1♀ and the actuator 12J3 for stopping the exhaust valve are linked, and by the operation of each actuator f''-1-1-1-12, 13, It is configured to perform a partial cylinder operation in which the operation of the inactive cylinder 1Δ is suspended and only the active cylinder 113 is activated.
.

Here, regarding an example of the specific internal structure) Δ of the 7 cutout units 12 and 13 for intake valve stop and exhaust valve stop F,
As detailed in FIG. 3, both actuators 1
2.13 are both incorporated in a valve stop mechanism with the same configuration, and FIGS. 2 and 3 show the valve stop mechanism 5 for the intake valve 10.
Indicates 0. That is, a rocker shaft 53 is parallel to a camshaft 52 having a cam 51 corresponding to the intake valve 10.
A rocker arm 54 is supported on the lever shaft 53, and the rocker arm 54 includes a cam-side arm 55 that contacts the cam 51, and a cam-side arm 55 that contacts the cam 51, and
and a valve side arm 56 that comes into contact with the valve side arm 56. Both arms 55 and 56 are supported around the rocker shaft 53 so as to be able to move relative to each other, and the plunger 5
It is configured to be switchable between a connected state and a non-connected state by five selectors composed of a lever member 58, a lever member 58, etc., and an actuator 12 for switching the selector 59 is connected to the five selectors. . 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 applied to the valve-side arm 56. While the intake valve 10 opens and closes as a result of the transmission, when the actuator 12 is operated, both arms are disconnected by the selector 59.
, the opening/closing operation of the intake valve 10 is stopped, and the intake valve 10 is held in the closed state by the valve spring 60L. It has a similar configuration.

In such a cylinder number control engine, Cl2O is a pressure regulating tank that stores the gas pressure introduced into the pause open air @1△ during partial cylinder operation, and the so-called 11 nitrogen tank 20 is independent from the pause side intake passage 4a etc. The combustion chamber 2 is connected to the combustion chamber 3 of the stop cylinder 1A via a gas pressure introduction passage 21. A gas pressure introduction valve 2 for opening and closing the gas pressure introduction passage 21 is provided at the frontage of the gas pressure introduction passage 21 to the combustion chamber 3.
2 is disposed in the gas pressure introduction valve 22, and the gas pressure introduction valve 22 is connected to the intake line frT! during partial cylinder operation. +i Open) f Pressure introduction valve eye 7 Dicoator 2 (3)
), and during partial cylinder operation, the gas I-E 4-person valve 2 is activated by the actuator 23 for the gas pressure introduction valve.
When the valve 2 is opened, the gas pressure in the control Ft tank 20 is introduced into the combustion chamber 3 of the idle cylinder 1A. Here, in the case of a 4-cycle, 4-cylinder engine with cylinders in which the firing order is 1→3→4→2, the opening period of the gas pressure introduction valve 22 is as follows: The gas pressure introduction valve 22 of △ is set to open every 360', and as mentioned above, the maximum compression pressure of each cylinder 1A on the idle side is combined to give the maximum compression EE. It is made to be equal to the average value of the high soot smoke pressure of the operating cylinder 1B.

Further, 24 is a throttle valve 6 whose one end is connected to the main intake passage 4.
An atmospheric pressure introduction passage 25 opens upstream and opens at the other end into the pressure regulating tank 20 to introduce atmospheric pressure into the pressure regulating tank 20. One end opens downstream of the throttle valve 6 of the main intake passage 4, and the other end opens downstream of the throttle valve 6 of the main intake passage 4. Regulation L [A negative pressure introduction passage that opens into the tank 20 and introduces negative intake pressure into the pressure regulation tank 20, and the atmospheric pressure introduction passage 2 is connected to the opening of the atmospheric pressure introduction passage 24 to the pressure regulation tank 20.
An atmospheric pressure introduction valve 26 for opening and closing f1 pressure introduction passage 25 is disposed, and an immediate introduction valve 27 for opening and closing f1 pressure introduction passage 25 is disposed at the frontage of the negative pressure introduction passage 25 to pressure regulating tank 20. It is arranged. Furthermore, actuators 28 and 29 for opening and closing each inlet valve 26 and 27 are connected to both barrel valves 26 and 27, respectively.
8.29 opens and closes each introduction valve 26.27 to control the introduction of atmospheric pressure or negative pressure into the pressure regulating tank 20,
A pressure regulating means 30 is configured to regulate the gas pressure in the pressure regulating tank 20, that is, the gas pressure introduced into the idle cylinder 1A during partial cylinder operation.

On the other hand, 40 is a rotational speed sensor that detects the engine rotational speed NE due to the ignition port from the ignition coil 14;
The valve is disposed in the working side intake passage 4b to open the working air 1i1i.
Intake pressure sensor for detecting intake pressure PA of ff1B, 42
A crank angle sensor 43 is arranged close to the crank pulley 15 and consists of an electromagnetic pickup or the like to detect the crank angle, and 43 is arranged close to the ring gear r16 of the flywheel and detects fluctuations in the angular velocity of the crankshaft. This is an angular velocity sensor. Here, the soot pressure of the working rigid cylinder 1B and the compression pressure of the weight side cylinder 1A act on the crankshaft as a moment, thereby causing angular velocity fluctuations in the crankshaft, and the working cylinder 113 and the rest cylinder 1A. There is a time difference in the timing at which large angular velocity fluctuations occur, that is, the timing at which the maximum pressure is generated, and in the case of a 4-cylinder engine, the crank angle crosses 180'In, so the crank angle sensor 42J5 and the angular velocity sensor 43 , a detecting means 46 configured to detect the angular velocity change aj of the crankshaft corresponding to the maximum combustion pressure of each operating cylinder 1B (that is, the (= symbol) related to the maximum combustion pressure of each operating cylinder 1B) is installed in the groove. The outputs of the sensors 40 to 43 are transmitted to the intake valve stop, exhaust valve stop, gas pressure introduction valve, atmospheric pressure introduction valve, and negative pressure introduction passage actuators 12 and 13. , 23.
26. CPU as a control means to control the operation of 27
'37J, it can be input to the control unit 1-45.

Next, the operation of the above-mentioned control ~[call-1 niso (~45) will be explained with reference to the flowchart in FIG.
In addition to inputting the signals of the engine speed NE and the intake pressure PA of the operating cylinder 113 from the intake pressure sensor 41, the signal of the flag i during partial cylinder operation and the engine cold month 1 water temperature Tw (, 1 - engine temperature ), etc., it is determined in step $2 whether or not these signal fly filter partial cylinder operating conditions are satisfied. When this determination is N OT', step 83''c determines whether or not all cylinders are operating, and if NO all cylinders are operating
When this happens, it is determined that it is time to switch from partial cylinder operation to all cylinder operation, and in step S4, the intake valve stop and exhaust valve stop operations are performed to open and close the intake valve 10 and exhaust valve '11 of the inactive cylinder 1A. The gas pressure introduction valve actuator L-2 outputs a return signal to the actuator 12.13 and maintains the gas pressure introduction valve 22 in an open state.
3, outputs a stop signal and ends the process. -b, all cylinders are in operation)/[S, the process ends immediately.

On the other hand, if the answer to step S1 in step S2 is YES, indicating that the partial cylinder operating condition is met, the next step S
In Step 5, it is determined whether or not partial cylinder operation is in progress, and if NO indicating that partial cylinder operation is not in progress, it is determined that it is time to switch from all cylinder operation to partial cylinder operation, and in step 86, the idle side cylinder 1△
A stop signal is output to the intake valve stop and exhaust valve stop actuators 12 and 13 to stop the opening/closing operation of the intake valve 10 and exhaust valve 11, and the gas pressure introduction valve 22 is turned on at regular intervals (for 4 cylinders). After outputting an operation signal to the gas pressure introduction valve actuator 23 to open the valve every 360°, the determination in step S5 is partial IF! 5, if the answer is YES, the process advances to the next step S7.

Next, in step d'3, the crank angle signal from the crank angle sensor 42 and the signal for varying the angular velocity of the crankshaft from the angular velocity sensor 43 are input, and in step S8, the crank angle and angular velocity are input. Based on the fluctuation, the torque fluctuation values Tf + and Tf 2 at the maximum combustion pressure of each operating cylinder 1B (second and third cylinders) are determined.
At the same time, each cylinder on the idle side 1A (
1.43 and 11th air in > cl) at maximum compression pressure r
Step SI is the torque fluctuation value T of the operating cylinder 1 (3).
f+, Tr,! At the same time, in step Sl+, the average value 1-c of the stop cylinder 1△ is calculated.

Then, in the next step S+2r, it is determined whether or not both torque fluctuations are within the above-mentioned torque fluctuation adjustment error ΔT, and if YES, which is within the 31/'A adjustment error ΔT, the control is immediately terminated from the viewpoint of surging prevention. - 10,000, in the case of No exceeding the 51 volume adjustment error ΔT, the magnitude of the above average value Ff and TC is further compared and determined in step S13, and Y of l"f>Tc is determined.
When S, a valve opening signal is output to the atmospheric pressure introduction valve actuator 28 to listen to the atmospheric pressure introduction valve 26 for a minute period in step S14, while when Tf≦Tc (NO), the negative pressure introduction valve 27 is opened minutely in step S+s. A valve opening signal is output to the negative pressure introduction valve actuator 29 to open it for a period of time, and the process returns to step S7 repeatedly7. The pressure is regulated by feedback 1ill If so that 1'f-''lcl is within the manufacturing adjustment error ΔT.

In the above flow, steps S7 and Sa.

By S+o, the average torque fluctuation (direct Tf, that is, the average soot pressure) of the working cylinder 1B < 2nd and 3rd cylinders in response to = 8 from the crank angle sensor 42 and angular velocity sensor 43 (detection means 46). It constitutes the output means 47 for calculating.
s receives the output of the shut-off means 47 and changes the gas pressure in the pressure regulating tank 20 during partial cylinder operation to the difference in average torque fluctuation between the operating cylinder 1B and the idle cylinder 1 ITf-Tc: Niraji By increasing and decreasing the compression pressure of the deactivated cylinder 1A at the end of the compression stroke of the deactivated cylinder 1Δ (the sum of the maximum compression pressures of the first and fourth cylinders), 1B (24th'3 and 3rd Qi@)
The average maximum combustion pressure of 1f1 and '! A control means 48 is configured to perform feedback control of the pressure regulating means 30 so as to increase the pressure by 1L.

Therefore, in the above embodiment, in the case of a commercial operation, the pressure regulating means 30 is controlled and the gas pressure P in the pressure regulating tank 20 is controlled.
s is the ゛F uniform 1-luke variable value T of the operating rigid cylinder 113 calculated based on the crank color and the angular velocity brake of the crankshaft.
[Average 1 herk change of cylinder 1A on the idle side afllllTc
(D difference i 1-f Tc l ni1i5U
Ti6 [By pressure regulation, the maximum compression pressure at the end of the 360'lυ compression stroke to each cylinder 1 on the idle side (1st cylinder and 4th cylinder) is shown in Fig. 15 (a) and ((1
), the maximum combustion pressure of the working cylinder 1B (second cylinder J3゜4 and third cylinder) (see IA (b) and (C)) is the pressure value of 118i, /2). (, the effect of each of these pauses + @high compression pressure of l1lI cylinder 1A
The maximum compression L1-force of the rest of 360'1a is the same figure (0
), the noise back is controlled so that it is equal to the maximum compression pressure of the working cylinder 113.1. When the gas pressure in the pressure regulating tank 20, which has been regulated as shown in the figure, is introduced into the cylinder 1A on the idle side, as shown in FIG.
As shown in '1j, the maximum pressures of the operating open air i1B and the rest open air 1h1Δ in each cycle are approximately the same, so that torque fluctuations can be suppressed and low frequency vibrations can be reduced.

In that case, the average value of the lil high combustion pressure of each active cylinder 1B (second cylinder and third cylinder) is calculated, and the maximum compression pressure of the rest cylinder 1A as a whole is equal to the average value of the maximum combustion pressure. Feedback control is performed to ensure that even if the combustion variation in the active cylinder 1B changes in response to changes in engine operating conditions or changes over time such as gas leaks,
As shown in Figure 5 ( ), the difference in maximum pressure between cycles is always kept as small as possible, and torque fluctuations can be sufficiently suppressed. It is also possible to prevent an increase in imaging due to changes over time such as the above, and to reduce vibration.

Further, in the above embodiment, the pressure regulating tank 20 is provided independently from the idle-side intake passage 4a, and the gas pressure regulated as described above is stored, so that the pressure regulating tank 20 can be changed from full cylinder operation to partial cylinder operation. Even after switching to operation V′i, the regulated gas pressure in the pressure regulating tank 20 can be immediately introduced into the idle cylinder 1Δ with good responsiveness, and the idle cylinder 1A and the operating open air ON 1 can be immediately introduced into the idle cylinder 1Δ. It is possible to avoid the same maximum pressure as B, and therefore, it is possible to effectively suppress the -F torque fluctuation over the entire partial cylinder operation.

Furthermore, the pressure adjustment of the gas pressure introduced into the idle cylinder 1A during partial cylinder operation is based on the crank angle and the angular velocity fluctuation of the crankshaft, f'! The engine 9 determines the combustion pressure because the maximum combustion pressure of the working cylinder 1B is determined and feedback control is performed so that the maximum compression pressure of the idle and active cylinders 1A as a whole is equal to the determined maximum combustion pressure.]
It is not affected by factors such as ignition timing, air-fuel ratio, EGR rate, etc., and is not affected by factors that change during the year of the shuttle such as gas leakage or ignitability, and operates by pressure regulation control based on the maximum combustion pressure. The maximum pressures of the side cylinder 1B and the idle side cylinder 1A can be precisely controlled to match each other, and torque fluctuations can be further suppressed, thereby further reducing the number of images taken.

In addition, in the above embodiment, the maximum compression pressure as a whole obtained by combining the maximum compression pressures of the first cylinder and the fourth cylinder in a 360° angle of each deactivated cylinder 1A is equal to the maximum combustion pressure of the active cylinder 1B. As a result, the gas pressure regulated in the pressure regulating tank 20 is approximately 1/2 lower than that in the case where one shut-off side cylinder 1A supplies every 720'C, and the pressure value 'C' is lower than that of the case where the gas pressure is regulated in the pressure regulating tank 20 every 720'C. The pressure can be regulated by introducing and adjusting the intake negative pressure generated at the same time and the atmospheric pressure, and an air pump is not required, so it is difficult to simplify the structure.

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

■ The valve opening circumference +ll of the gas pressure introduction valve 22 for pressure regulation in the idle cylinder 1A is set every 720 degrees in the case of 4 cylinders, and the maximum compression pressure is determined not for the entire idle cylinder 1Δ but for each maximum compression pressure. The pressure may be regulated using the estimated ajll 111 so that the maximum combustion pressure of the active cylinder 1B is equal to the maximum combustion pressure of the active cylinder 1B. In this case, since the gas pressure to be regulated in the pressure regulating tank 20 is about twice as high as that in the above embodiment, an air pump is interposed in the middle of the atmospheric pressure introduction passage 24 to 4 to a pressure saw higher than atmospheric pressure in the pressure regulating tank 20
It is preferable to improve the responsiveness of pressure regulation by guiding the pressure.

(2) The gas pressure introduction valve 22 in the pause open air 1ffi1A may be omitted and the intake valve 10 may be used for the same purpose. In this case, one end of the gas pressure introduction passage communicates with the pressure regulating tank 20, and the other end of the gas pressure introduction passage communicates with the idle side intake passage 48,
A first switching valve is installed in the idle side intake passage 4a upstream of this connection part,
A second switching valve is provided in each of the gas pressure introduction passages, and when all cylinders are in operation, the first switching valve is closed and the second switching valve is closed, so that intake air is normally supplied from the idle side intake passage 4a. On the other hand, during partial cylinder operation, the first switching valve is operated to close, and the second switching valve is operated (Itj) to control the gas pressure in the regulating tX tank 20 through the gas pressure introduction passage and a part of the idle side intake passage 4a. Using this, the idle side cylinder 1Δ
to be introduced. Furthermore, the intake valve 10 of the idle side cylinder 1Δ,
The actuator may be variably controlled to open the valve during the intake stroke during full cylinder operation, and to open the valve only in the latter half of the intake stroke during partial cylinder operation for pressure regulation.

■ In the above embodiment, the detection means 46 is configured using the crank angle sensor 42 and the angular velocity sensor 43, but other pressure sensors are also provided that directly detect the combustion pressure of the active cylinder 1B and the compression pressure of the idle cylinder 1A. The detection means is configured to calculate the average value of the maximum combustion pressure of the active cylinder 1B and the average value of the maximum compression pressure of the entire dormant cylinder 1A from these, and adjust the pressure by feedback control so that the two coincide. You may also do so.

(2) In the above embodiment, the pressure regulating tank 20 is provided separately and independently from the inactive side intake passage 4a, but as in the above-mentioned prior art, the inactive side intake passage 4a is connected to the inactive side intake passage 4a during partial cylinder operation. It may also be used as a pressure regulating chamber for regulating the gas pressure introduced at 1Δ.

(5) In the above embodiment, the case of a four-cylinder L engine has been described, but the present invention can be applied to other multi-cylinder engines in eleven different ways. In addition, the number of intake and exhaust valves can be applied to various known types such as the 4-valve type in addition to the 2-valve type described above, 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 controlling the number of cylinders of the present invention, during partial cylinder operation, the compression pressure of the entire cylinder on the idle side is adjusted to the average combustion pressure of the cylinder on the active side. By controlling the cylinders equally, the difference in maximum pressure between cycles was kept as small as possible due to combustion variations among the operating cylinders. It is also possible to sufficiently suppress torque fluctuations due to mutual changes in combustion variation, thereby preventing an increase in image pickup, and thereby reducing the amount of image pickup.

[Brief explanation of drawings]

The drawings illustrate embodiments of the present invention, so FIG. 1 is a schematic diagram of the overall configuration, FIG. 2 is a plan view of the valve stop mechanism, FIG. 3 is a sectional view taken along the line III--III in FIG. 2, and FIG. Figure 4 is a flow chart explaining the operation of the control unit.
Figures (a) to (f) are explanatory diagrams showing pressure changes in the first to fourth cylinders, the entire cylinder on the idle side, and the gold cylinder, respectively. 1A...Stop open air i+5.1B...Working side cylinder, 4
a... Intake passage on the idle side, 4b... Intake passage on the operating side,
6...Throttle valve, 10...Intake valve, 11...
Exhaust valve, 20... Pressure regulation tank, 21... Gas pressure introduction passage, 22... Gas pressure introduction valve, 27... Mouth pressure introduction valve, 30... Pressure regulation means, 42... crank angle sensor,
43... Super speed Senna, 45... Control unit, 46... Detection means, 47... Calculation means, 48
...No means of control. Patent Applicant Mazda Motor Corporation 722- Agent Patent Attorney Mae Hiroshi 11 1 Figure 3 Figure 2 Eco-10 ■2 Procedures for writing amendments) 7゜February 24, 1985 1, Indication of the case Showa 1960 Patent Application No. 225381 2 Name of the invention Cylinder control engine imaging reduction device 3 Relationship with the case of the person making the amendment Patent applicant address No. 311i Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture
Name (313> Mazda Motor Corporation Representative Ken Yamamoto - 4, Agent 550 ff106 (445) 21
28 Address Taihei Building, 1-4-8 Utsubohonmachi, Nishi-ku, Osaka Name Patent Attorney (7793) 1) Hiroshi & Date of Amendment Order 1-' January 8, 1985 (Date of dispatch 61.1.28) ) of the statement of contents of the amendment, page 25, line 6 to page 8, line [Figure 5<
a) to (1) are explanatory diagrams showing (omitted), respectively. ] is corrected to ``Figure 5 is an explanatory diagram showing the pressure change in the cylinder.

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. A vibration reduction device for an engine that controls the number of cylinders so that the compression pressures of the cylinders on the idle side are brought close to each other, includes a pressure regulating means for regulating the gas pressure introduced into the cylinder on the idle side during partial cylinder operation, and a maximum combustion pressure or the maximum combustion pressure of each cylinder on the active side. a detection means for detecting a signal related to this; a calculation means for calculating the average combustion pressure of the operating cylinder in response to the signals from each of the detection means; and completion of the compression stroke of the idle cylinder upon receiving the output of the calculation means. 1. A vibration reduction device for a cylinder number controlled engine, comprising: control means for controlling the pressure regulating means so that the compression pressure of all cylinders on the idle side at a time becomes equal to the average combustion pressure of the cylinders on the active side.