JPS6321810B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine in which the number of operating cylinders can be controlled by shifting the cylinders to a cylinder deactivation state during operation.

In this type of conventional engine with controlled number of operating cylinders,
Increasing combustion efficiency and preventing the generation of harmful gases,
In order to reduce pumping loss and improve fuel efficiency by increasing the load factor, for example, during low-load operation, an engine is operated with some of its cylinders in a deactivated state.

It should be noted that as means for bringing cylinders into a cylinder-deactivated state in this manner, a valve operation stop method, a fuel supply stop method, and the like are already known.

However, in such a conventional engine that controls the number of active cylinders, the cylinders that have transitioned to a deactivated state continue to maintain that deactivated state, so oil rises and accumulates in the combustion chamber, causing the amount of oil to rise and accumulate. If the amount of oil increases, the oil will not be completely burned off upon return to operation, resulting in the generation of carbon deposits and carbon sludge, resulting in a problem in that durability will deteriorate.

In addition, the spark plug may become wet, which may cause it to become unable to ignite, making it impossible to return to operation.

Furthermore, there is the problem that this method cannot be applied to single-cylinder engines because the cylinders that have transitioned to the deactivated state continue to maintain this state, and there is also a difference between the cylinder block temperature near the cylinders that are in the operating state. There is also the problem that a temperature difference occurs, which causes thermal distortion, and as a result, durability deteriorates.

The present invention aims to solve these problems, and in addition to preventing the generation of harmful gases and improving fuel efficiency, it also prevents oil build-up and thermal distortion and improves durability. It is an object of the present invention to provide an engine that controls the number of operating cylinders and can also be applied to a single-cylinder engine.

For this reason, the engine for controlling the number of active cylinders of the present invention includes a plurality of cylinder deactivation means that are provided for each cylinder of the engine and switches each cylinder into a deactivated state and an activated state, and changes depending on the operating state of the engine. It is determined whether normal operation or cylinder deactivation operation should be performed in response to the engine operation information signal received, and when it is determined that cylinder deactivation operation is to be performed, at least one of the cylinder deactivation means described above is deactivated from the normal operation state. In addition to being equipped with a cylinder deactivation determination circuit that switches to the cylinder operating state,
a cylinder deactivation timing means that receives the ignition pulse train signals of all the cylinders and a cylinder discrimination signal which is outputted as one pulse every two revolutions of the crankshaft, and determines the operation timing of each of the cylinder deactivation means; an alternating cycle signal generation circuit for every two revolutions which outputs an alternating cycle signal that is inverted every two revolutions; and an alternating cycle signal generating circuit that outputs an alternating cycle signal that is inverted every two revolutions; The present invention is characterized by comprising cylinder deactivation control means for controlling each of the cylinder deactivation means to alternately switch between the cylinder and the deactivated cylinder.

Embodiments of the present invention will be described below with reference to the drawings. FIGS. 1 to 7 show an engine with controlled number of operating cylinders as a first embodiment of the present invention, FIG. 1 is an overall configuration diagram thereof, and FIG. 3 is a block diagram showing the control system, FIG. 3 is an electric circuit diagram showing the control system, FIG. 4 is a time chart showing signal waveforms of each part in FIG. 2, FIGS. 5 a, b, and 6. a, b
5A and 5B respectively show a valve operation stop mechanism as the cylinder stop means, FIG. 5A is a plan view showing the state when the valve is stopped, FIG. 5B is a schematic diagram showing the state when the valve is stopped, Fig. 6a is a plan view showing the state when the valve is in operation, Fig. 6b is a schematic diagram showing the state when the valve is in operation, and Figs. Fig. 7a is a schematic diagram showing the state when the valve is stopped, Fig. 7b is a schematic diagram showing the state when the valve is operating, and Fig. 7c is a schematic diagram showing another embodiment of the operation stop mechanism. FIG. 7d is a perspective view of the plunger, and FIG. 7d is a perspective view of the stopper.

In this system shown in FIG. 1, all cylinders 1 to 4 of a 4-cycle in-line 4-cylinder engine E, which is equipped with a carburetor type or an electromagnetic fuel injection valve upstream of a throttle valve, are individually operated, for example, by the resistance of the engine E. During certain operating conditions, such as load operating conditions,
It is now possible to transition to the idle state.

In other words, the intake and exhaust valves IN1 to 4 of each cylinder 1 to 4
IN4, EX1 to EX4 have valve operation stop mechanisms M as cylinder deactivation means as shown in Figs. 5 and 6, respectively.
Each valve operation/stop mechanism M operates an electromagnetic actuator 16 to activate or deactivate the intake and exhaust valves, thereby individually controlling cylinders 1 to 4. It can be activated or deactivated.

The electromagnetic coil 16a of the actuator 16 for operating and stopping each intake and exhaust valve is connected to a cylinder deactivation control circuit 21, as shown in FIGS. The electromagnetic coil 16a is energized or demagnetized based on a control signal having cylinder information and cylinder deactivation release information, and the intake and exhaust valves are
IN1 to IN4 and EX1 to EX4 can be activated or deactivated.

By the way, the code 5 in Figures 5 and 6 is the engine E.
The rocker arm is a part of the valve train for driving the poppet valve 6 used for the intake and exhaust valves of the engine.One end of the rocker arm is in contact with the end of the valve shaft of the poppet valve 6, and the other end is the part of the valve shaft of the poppet valve 6 used for the intake and exhaust valves of the engine. The push rod 8 is moved up and down by a cam 7 that rotates in synchronization with the crankshaft of the push rod 8, and comes into contact with the upper end of a push rod 8 that swings the rocker arm 5.

Also, the center of the rocker arm 5 is at the stud 9,
It abuts on the lower end of the plunger 10 which is slidably fitted onto the outside.

The lower end of this plunger 10 is a locking arm 5.
It is formed in a hemispherical shape (to form a spherical seat) so as to be able to swingably support the stud 9, and a plurality of holes 11 (in this embodiment) are provided at the upper part with approximately equal width in the circumferential direction of the stud 9. In the example, three protrusions 12 are formed.

Furthermore, a substantially cylindrical stopper 13 is rotatably fitted above the plunger 10 of the stud 9, and the cylindrical wall of the lower half of this stopper 13 is provided at regular intervals in the circumferential direction. A groove 14 corresponding to the protrusion 12 of the plunger 10 extends along the axial direction, and a lever 15 extending in the radial direction is provided protruding from the upper end.

The end of the lever 15 is engaged with the end of the actuating plunger 17 of the electromagnetic actuator 16, and the electromagnetic coil 16 of the actuator 16 is engaged with the end of the actuating plunger 17 of the electromagnetic actuator 16.
The stopper 13 is rotated by an operating plunger 17 which is reciprocated by the excitation of the actuator a (see FIG. 2).

Furthermore, a spring 18 is interposed between the plunger 10 and the stopper 13, and a lock nut 19 is screwed onto the stud 9 above the stopper 13, which serves both to position the stopper 13 and to prevent it from coming off.

Furthermore, the plunger 10 is configured so as not to rotate about the stud 9 by a rotation stopper (not shown), and therefore the actuator 16
When the electromagnetic coil 16a is excited, the actuating plunger 17 is attracted in the direction of the arrow in FIG. 5a, and the stopper 13 is in the position shown in FIGS. 14 and the protrusion 12 of the plunger 10 can fit into each other, and when the wall 20 between the two grooves 14 of the stopper 13 and the wall 11 between the plunger 10 are in a position where they can fit into each other, the plunger 10
becomes capable of sliding up and down, so that from this state onward, the poppet valve 6 is inactive.

Furthermore, as the electromagnetic coil 16a of the actuator 16 is demagnetized, the actuating plunger 17 is pushed out in the direction of the arrow in FIG. The positions shown in a and b,
That is, when the groove 14 of the stopper 13 and the space 11 of the plunger 10 face each other, and the lower end surface of the wall portion 20 of the stopper 13 and the upper end surface of the protrusion 12 of the plunger 10 come into contact with each other, the plunger 10 slides. After this state, the poppet valve 6 is activated.

The stopper 13 is released from engagement with the plunger 10 when the lift (hereinafter referred to as "cam lift") of the push rod 8 (or the end of the locker arm 5) by the cam 7 becomes zero, or when engaged. The spring load applied to the poppet valve 6 by a valve spring (not shown) for closing the poppet valve 6 (when the protrusion 12 and the wall 20 are in contact with each other in this embodiment) is reduced, and the poppet valve 6 can be rotated.

By the way, the cylinder deactivation control circuit 21 controls the engine E's rotational speed, accelerator opening, etc. so that each cylinder 1 to 4 can alternately alternate between a cylinder deactivation state and an operating state when the engine E is in the above-mentioned specific operating state. A cylinder deactivation determination circuit 22 as a cylinder deactivation determination means that receives various engine operation information signals S1 such as load information or engine oil temperature and outputs a control signal A for cylinder deactivation as shown in FIG. The control means is capable of alternately transmitting a cylinder deactivation signal and a cylinder deactivation release signal to the electromagnetic coil 16a of the actuator 16 in each valve operation stop mechanism M based on the signal A from the cylinder deactivation determination circuit 22. Specifically, as shown in FIG. 2, the cylinder deactivation determination circuit 22 is a cylinder deactivation timing means that outputs a timing signal for determining the timing for switching from the operating state to the cylinder deactivation state or from the cylinder deactivation state to the operating state. It is composed of a certain cylinder cycle detection circuit 23, an alternating cycle signal generation circuit 24 for every two revolutions, and valve control circuits 25, 26, 27, and 28, which are cylinder deactivation control means for each cylinder.

A more detailed electrical circuit diagram of this cylinder deactivation control circuit 21 is shown in FIG.
A time chart of output waveforms, etc. of each part shown in the figure is as shown in FIG.

In this Figure 3, the symbols 29, 30, TFF
1, TFF2, OR1, OR2, OR3, OR4 are
The waveform shaping circuit 29 that constitutes each cylinder cycle detection circuit 23 in FIG. 2 is shown. The waveform shaping circuit 29 receives the ignition pulse train signal S2 and outputs a signal B. It is designed to be supplied to the T terminal of TFF1. Note that this signal B is indicated by the symbol B in FIG.

Further, the waveform shaping circuit 30 receives the cylinder discrimination signal S3, which is outputted once every two revolutions of the engine E, and outputs a signal C.
It is designed to be supplied to each R terminal of flip-flops TFF1 and TFF2. Note that this signal C
is as shown by the symbol C in FIG.

As a result, the signals indicated by the symbol D in FIG. OR1 and OR
It is designed to be supplied to one input terminal of 4.

Also, the signals are OR gate OR2 and OR gate
It is supplied to one input terminal of 3.

And the Q of T-flip-flop TFF2,
From the Q terminal, the signals indicated by symbols E in FIG.
3 is supplied to the other input terminal, and the signal is an OR gate.
It is supplied to the other input terminals of OR2 and OR4.

The T-flip-flop 3 corresponds to the alternating cycle signal generating circuit 24 for every two rotations shown in FIG.
A signal indicated by the symbol F in Fig. 4 is output from the terminal, and this signal F is output from the D-flip-flop.
The signal is supplied to the D terminals of DFF1, DFF2, and DFF4, and is also supplied via the buffer 32 to the D terminal of the D-flip-flop DFF2.

Also, codes DFF1, INV1, JKF1, DR1,
DR1' is connected to the valve control circuit 25 shown in FIG.
DFF2, INV2, JKF2, DR2, DR1' are the second
In the valve control circuit 26 shown in the figure, the code DFF3, INV
3, JKF3, DR3, DR3' are connected to the valve control circuit 27 shown in FIG.
DR4' corresponds to the valve control circuit 28 shown in FIG. The output terminals of the OR gates OR1 to OR4 output signals G1 to G4 shown in FIG.
JK - It is designed to be supplied to the CK terminals of flip-flops JKF1 to JKF4.

By the way, the signal A from the cylinder deactivation determination circuit 22 is
It is supplied to the PR and CLR terminals of D-flip-flops DFF1 to DFF4, respectively, and thereby the D-flip-flops DFF1 and DFF4
The signals indicated by symbols H1 and H4 in FIG. 4 are output from the Q terminal of the D-flip-flop.
From the terminals of DFF2 and DFF3, the symbol H is shown in Figure 4.
A signal indicated by 2 and H3 is output.

In addition, the signal A from the cylinder deactivation determination circuit 22 is detected by this circuit 22 upon receiving the signal S1, for example, a low-load operating state of the engine E in which an improvement in fuel efficiency can be expected by reducing the number of operating cylinders and increasing the load factor. Then, it is output as a high level (hereinafter referred to as "H") signal, and in other cases, it is output as a low level (hereinafter referred to as "L") signal.
Therefore, when the level of signal A is H, it has information that the cylinder is to be shifted to the cylinder deactivation state.

And the signal H1 is the JK-flip-flop
At the same time as being supplied to the K terminal of JKF1, the JK-flip-flop JKF
1 and a driver circuit DR1 that drives an electromagnetic coil 16a for operating and stopping the intake valve IN1 of the first cylinder 1.

In addition, signals H2, H3, and H4 are also applied to JK-flip-flops JKF2 to JKF4 in almost the same way as signal H1.
1 terminal of JK flip-flops JKF2 to JKF4 and the intake valves IN2 to IN4 of the second to fourth cylinders 2 to 4 via inverters INV2 to INV4. It is supplied to driver circuits DR2 to DR4 that drive the coil 16a.

Furthermore, JK-Flip Flop JKF1~JKF
From the Q terminal of 4, signals indicated by symbols J1 to J4 in FIG.
~ Operate the exhaust valves EX1 to EX4 of the fourth cylinders 1 to 4.
The signal is supplied to driver circuits DR1' to DR4' that drive the electromagnetic coil 16a for stopping.

In this way, each driver circuit DR1 to DR4
A drive signal synchronized with the signals I1 to I4 is supplied to the electromagnetic coil 16a for operating and stopping each intake valve IN1 to IN4, and each driver circuit
Drive signals synchronized with signals J1 to J4 are supplied from DR1' to DR4' to the electromagnetic coils 16a for operating and stopping each exhaust valve EX1 to EX4, so each electromagnetic coil 16a receives signals I1 to I4 and J1. ~J4
When the level of
The cylinders 1 to 4 are individually held in a stopped state for two revolutions of the crankshaft, and the signals I1 to I are turned off.
4. When the level of J1 to J4 is L (when each signal acts as a cylinder deactivation release signal), it is demagnetized and the poppet valve 6 is activated for two revolutions of the crankshaft to individually control each cylinder 1 to 4. In order to keep the cylinders 1 to 4 in the operating state during two rotations of the crankshaft, each of the cylinders 1 to 4 alternates between a cylinder deactivation state and an operating state by the action of the control means described above, every two revolutions of the crankshaft.

In addition, the intake and exhaust valves IN1 to IN4 of each cylinder 1 to 4,
The operating and stopping states of EX1 to EX4 are shown in the timing diagram shown in Fig. 4 with symbols IN1 to IN4 and EX1 to EX4. In this figure, the solid line peaks indicate the operating state, and the dotted line peaks The part indicates the stopped state. From this figure, it can be seen that each cylinder individually repeats the cylinder deactivation state and the operating state one cycle at a time.

Moreover, when looking at the cylinder as a whole, the explosion order is also shown in FIG. 4 with the symbol EXP.

Note that the symbol a in FIG. 4 indicates a time scale corresponding to the length of one cycle in which each cylinder enters the cylinder deactivation state once.

In addition, in this embodiment, the part indicated by the symbol a in FIG. 4 indicates that the intake valve
4 becomes uncertain (in this case, intake valve IN4 stops operating), but at the falling point of signal G4, which determines the stop of exhaust valve EX4, the intake valve
Since this is just before the end of the IN4 operation period, the air supply valve
Although it is possible for exhaust valve EX4 to operate after IN4 stops, it is impossible for exhaust valve EX4 to stop after intake valve IN4 operates.

As described above, according to the first embodiment, the electromagnetic coil 1 of the actuator 16 in the valve operation stop mechanism M with each intake and exhaust valve is controlled from the cylinder deactivation control circuit 21.
Since a cylinder deactivation signal and a cylinder deactivation release signal are alternately transmitted to 6a, the timing of each cylinder is shifted, and each cylinder is individually placed in a deactivated state and an activated state alternately every two revolutions of the crankshaft. Repeatedly, this increases combustion efficiency and prevents the generation of harmful gases, and increases the load factor, which reduces pumping loss and improves fuel efficiency.It also prevents oil from rising into the combustion chamber, reducing carbon sludge. It is possible to sufficiently prevent durability deterioration caused by the ignition plug, and it also prevents the ignition plug from getting wet and making it difficult to return to operation.

Further, there is an advantage that deterioration of durability due to thermal distortion can be sufficiently prevented.

Note that instead of using the valve operation stop mechanism as the cylinder deactivation means shown in FIGS. 5 and 6, the one shown in FIG. 7 can also be used.

That is, in the valve operation stop mechanism M' shown in FIG. 7, the valve shaft end of the poppet valve 6 has a bottomed cylindrical main body 33 and a circumferential direction on the outer surface of the main body 33, as shown in FIG. 7a. A main body 33 of a stopper 36 is fitted around the valve shaft so as to be rotatable around the valve shaft, and the main body 33 of the stopper 36 is made up of a plurality of projecting edges 35 provided at equal distances 34 from each other along the valve shaft. A lever 37 extending in the radial direction of the main body 33 is fixed to the lever 37 .

The plunger 38 fitted onto the main body 33 of the stopper 36 has a cylindrical shape with a bottom, as shown in FIG. A fittable groove 39 is provided.

The wall portion 40 between the grooves 39 is formed so as to be able to fit into the groove 34, and the bottom portion is configured to come into contact with one end of the rocker arm 5.

A spring 18' is interposed between the stopper 36 and the plunger 38, and the lever 37 is a link whose middle part is bent at a substantially right angle and whose end part is rotatably supported by a fulcrum 41. 42.

Further, the other end of the link 42 is connected to the actuator 16.
is engaged with the actuating plunger 17 of.

Further, the rocker arm 5 is swingably supported at the other end, abuts on a cam 7 at the middle upper part, and is rocked by the cam 7.

According to the above configuration, the sliding movement of the actuator 16 operating plunger 17 is transmitted to the lever 37 via the link 42 and the stopper 36 is rotated, so that the movement between the stopper 36 and the plunger 38 is
When the wall portion 40 and the protruding edge portion 35 of the stopper 36 and the groove 39 of the plunger 38 are aligned and can be fitted into each other as shown in FIG. 7a, the plunger 38 can be slid relative to the stopper 36. As a result, the operation of the poppet valve 5 is stopped.

Further, when the upper surface of the flange 35 of the stopper 36 and the lower end surface of the wall 40 of the plunger 38 come into opposing contact with each other as shown in FIG. 7b, the sliding movement of the plunger 38 is stopped and the poppet valve 6 is activated.

Therefore, the actuator 16 in the above configuration
By connecting this to the control device shown in FIGS. 1 and 2, it is possible to achieve the same effects as the valve operation stop mechanism M described above.

Note that the timing at which the stopper 36 is rotated is the same as when the above-mentioned valve operation stop mechanism is used.

Therefore, the valve operation stop mechanism shown in FIG.
In the case of M' as well, the cylinder deactivation control circuit 21 causes the cylinders to alternate between the deactivated state and the activated state every two revolutions of the crankshaft.

In FIG. 7, the same reference numerals as in FIGS. 5 and 6 indicate substantially the same parts.

8 to 10 show an engine with controlled number of operating cylinders as a second embodiment of the present invention, FIG. 8 is its overall configuration diagram, FIG. 9 is an electric circuit diagram showing its control system, and FIG. 10 is a time chart showing the signal waveform etc. of each part in FIG. 9, and in FIGS. 8 to 10,
The same reference numerals as in Figures 7 to 7 indicate almost the same parts.

This second embodiment is a 4-cycle in-line 3-cylinder engine equipped with a carburetor type engine or an electromagnetic fuel injection valve upstream of the throttle valve.
E', and is configured so that all cylinders 1', 2', and 3' are detonated at equal intervals in response to a signal from the cylinder deactivation control circuit 21' as a control means. .

By the way, a detailed electrical circuit diagram of this cylinder deactivation control circuit 21' is shown in FIG.
A time chart of output waveforms, etc. of each part shown in the figure is as shown in FIG.

In this FIG. 9, symbols 29', 30',
TFF1', TFF2', OR1', OR2', OR3',
OR10 and OR20 have the symbol TFF in each cylinder cycle detection circuit 23 in the first embodiment described above.
3' is similarly connected to the alternating cycle signal generating circuit 24 for every two revolutions in the first embodiment with the symbols DFF1', DFF1',
INV1', JKF1', DR10, DR10' are connected to the valve control circuit 25 in the first embodiment with the symbols DFF2',
INV2', JKF2', DR20, DR20' are the valve control circuit 26 in the first embodiment, and the symbols DFF3',
INV3', JKF3', DR30, and DR30' each correspond to the valve control circuit 27 in the first embodiment. To be more specific, the symbols 29', 3
0' indicates a waveform shaping circuit, and the waveform shaping circuit 29' receives the ignition pulse train signal S2 and outputs a signal B', and this signal B' is T-
It is designed to be supplied to the T terminal of flip-flop TFF1'. Note that this signal B' is the 10th
It is shown as B' in the figure.

Further, the waveform shaping circuit 30' receives the cylinder discrimination signal S3, which is outputted once every two revolutions of the engine E, and outputs the signal C'.
- It is designed to be supplied to each R terminal of flip-flops TFF1' and TFF2'. Note that this signal C' is as shown by the symbol C' in FIG.

As a result, the signals indicated by symbols D and ' in FIG. 'via orgate OR10
and one input terminal of OR3'.

Also, the signal ′ is the OR gate OR20 and
It is supplied to one input terminal of OR2'.

And, Q of T-flip-flop TFF2',
From the Q terminal, signals indicated by symbols E' and ' in FIG.
The signal ' is supplied to the other input terminal of the OR gate OR20, OR3'.

Also, from the output terminal of OR gate OR10, the 10th
A signal indicated by the symbol GO1 in the figure is output, and this signal GO1 is supplied to one input terminal of the OR gate OR1', and a signal indicated by the symbol GO2 in FIG. 10 is output from the output terminal of the OR gate OR20. The signal GO2 is supplied to the other input terminal of the OR gate OR1' via two stages of buffers 31'' and 31.

The Q terminal of the T-flip-flop TFF3' outputs a signal indicated by the symbol F' in FIG.
It is supplied to the D terminals of DFF1', DFF2', and DFF3'.

Further, from the output terminals of the OR gates OR1' to OR3', signals indicated by symbols G1' to G3' in FIG.
- CK terminals of flip-flops DFF1' to DFF3' and JK - flip-flops JKF1' to JKF3'
It is designed to be supplied to the CK terminal of.

By the way, the signal A from the cylinder deactivation determination circuit 22 is
It is supplied to the PR and CLR terminals of D-flip-flops DFF1' to DFF3', respectively.
As a result, the D-flip-flops DFF1', DFF
From the Q terminal of 3', symbols H1' and H3' are shown in Figure 10.
At the same time, a signal indicated by H is output from the terminal of the D-flip-flop DFF2' as shown in FIG.
A signal indicated by 2' is output.

And the signal H1' is applied to the JK flip-flop.
It is supplied to the K terminal of JKF1' and is also supplied to the JK flip-flop through inverter INV1'.
J terminal of JKF1' and intake valve IN of 1st cylinder 1'
Electromagnetic coil 16a for operating and stopping 1'
The signal is supplied to a driver circuit DR10 that drives the.

In addition, signals H2' and H3' are also applied to JK-flip-flops JKF2' and JKF3' in almost the same way as signal H1'.
are supplied to the K terminals of the JK flip-flops JKF2', JKF3' and the intake valves IN2', IN3' of the second and fourth cylinders 2', 3' via inverters INV2', INV3'. The signal is supplied to driver circuits DR20 and DR30 that drive the electromagnetic coil 16a to operate the electromagnetic coil 16a.

In addition, JK-Flip Flop JKF1'~JKF
From the Q terminal of 3', the symbols J1' to J1' shown in FIG.
A signal indicated by J3' is output, but each signal J1' to
J3' is the exhaust valve EX1' for the first to third cylinders 1' to 3'.
～Electromagnetic coil 1 for operating/stopping EX3'
Driver circuits DR10' to DR3 that drive 6a
0'.

In this way, each driver circuit DR10~DR
30, a drive signal synchronized with the signals I1' to I3' is supplied to the electromagnetic coil 16a for operating and stopping each intake valve IN1' to IN3', and signals are supplied from each driver circuit DR10' to DR30'. J1'～
A drive signal synchronized with J3' is applied to each exhaust valve EX1' to EX.
3', each electromagnetic coil 16a receives a signal I1'.
~ I3', J1' to J3' are energized when the level is H (when each signal acts as a cylinder deactivation signal), the poppet valve 6 is deactivated, and each cylinder 1' to 3' is individually controlled. While the crankshaft rotates twice, the cylinders are in a rest state, and the signals I1' to I3', J1' to J
When the level of 3' is L (when each signal acts as a cylinder deactivation release signal), it is demagnetized and the poppet valve 6
is activated for one cycle and each cylinder 1'~
In order to individually put cylinders 1' to 3' in an active state for two revolutions of the crankshaft, each cylinder 1' to 3' is individually switched between a deactivated state and an active state by the action of the above control means every two revolutions of the crankshaft. Repeat alternately.

In addition, the intake and exhaust valves IN1' to IN of each cylinder 1 to 3
3', EX1 to EX3' operating/stopping status is shown below.
In Fig. 10, symbols IN1' to IN3', EX1' to EX
The timing diagram is shown as 3', in which the solid line peaks indicate the operating state, and the dotted line peaks indicate the stopped state. It can be seen from this figure that each cylinder alternates between a deactivated state and an activated state every two revolutions of the crankshaft.

Also, when looking at the cylinder as a whole, the explosion order is also shown in Figure 10 with the symbol EXP'.
It can be seen from this that all cylinders are detonating at equal intervals.

Also in this embodiment, the part indicated by the symbol a' in FIG. 10 indicates that the intake valve
The operation of IN1' becomes uncertain (in this case, the intake valve IN1' is activated), but at the falling point of the signal G1' that determines the stop of the exhaust valve EX1', the operation period of the intake valve IN1' ends. Since it is possible that the exhaust valve EX4 operates after the intake valve IN1' stops, the exhaust valve EX4 does not operate after the intake valve IN1' operates.
It is impossible for EX1' to stop.

As described above, according to the second embodiment, the cylinder deactivation signal and the cylinder deactivation release signal are sent from the cylinder deactivation control circuit 21' to the electromagnetic coil 16a of the actuator 16 in the valve operation stop mechanism M with each intake and exhaust valve. Since the signals are transmitted alternately, the timing of each cylinder is shifted and the cylinder deactivation state and operating state are repeated alternately every two revolutions of the crankshaft. In addition to obtaining similar effects or advantages, since all cylinders are controlled to perform explosions at equal intervals, there is the advantage that low-vibration operation can be achieved even when operating with a reduced number of cylinders.

In addition to the three-cylinder engine, even when an engine having an odd number of cylinders such as a five-cylinder engine is used, it is possible to control all the cylinders to perform explosions at equal intervals.

In addition, the load factor of the operating cycle is 3/2 times the normal operation when a 3-cylinder engine is operated with one cylinder deactivated, and when a 5-cylinder engine is operated with one cylinder deactivated.
Pumping loss is 5/4 times that of normal operation, and when a 5-cylinder engine is operated with two cylinders off, it is 5/3 times that of normal operation, and in both cases, the pumping loss is small, but the alternating cylinders off with the present invention In this case, the load factor is doubled and the pumping loss can be further reduced.

Also in the case of this second embodiment, the intake of each cylinder 1 to 3,
Exhaust valves IN1' to IN3' and EX1' to EX3'
In addition to providing the valve operation stop mechanism M shown in Figure 6,
A valve actuation stop mechanism M' shown in the figure can be provided.

It should be noted that the present invention can be applied not only to an engine having a plurality of cylinders as in each of the above embodiments, but also to a single cylinder engine.

In this way, even when applied to a single cylinder engine, the cylinder deactivation state and the operating state are alternately repeated for this one cylinder.

Furthermore, in the case of a carburetor type engine or an engine equipped with an electromagnetic fuel injection valve upstream of the throttle valve, as in each of the above-mentioned embodiments, the valve operation must be stopped in order to shift the cylinder to the cylinder deactivation state. A cylinder deactivation means is used to stop valve operation by activating mechanisms M and M', but in a direct injection engine, it is necessary to deactivate the fuel injection valve to bring the cylinder into the cylinder deactivation state. Either by using cylinder deactivation means that stops fuel injection in response to a signal from the cylinder deactivation control circuits 21 and 21', or by stopping fuel injection from the fuel injection valve and activating valve operation stop mechanisms M and M'. A cylinder deactivation means adapted to stop valve operation is used.

When both fuel injection and valve operation are stopped in this way, pumping loss is reduced compared to when only fuel injection is stopped.

Note that instead of configuring the cylinder deactivation determination means and control means using the circuit configurations shown in the first and second embodiments,
The processing may be performed by a central processing unit of a microcomputer so as to achieve the effects shown in the first and second embodiments.

As described in detail above, according to the operating cylinder number control engine of the present invention, when the engine enters a specific operating state and the cylinder deactivation determination circuit determines that cylinder deactivation operation should be performed, When the alternating cycle signal outputted from the alternating cycle generation circuit every two rotations is reversed at each operation timing determined by the cylinder deactivation timing means, each cylinder deactivation means is alternately put into an operating state and a cylinder deactivation state. Since the cylinder deactivation control means is used to control the cylinder deactivation operation state, combustion efficiency and load factor can be increased, thereby preventing the generation of harmful gases and reducing pumping loss to improve fuel efficiency. In addition to being able to sufficiently prevent oil from rising into the combustion chamber, it has the advantage of fully preventing durability deterioration due to carbon deposits and carbon sludge, as well as eliminating ignition errors and ensuring a reliable return to operation. be.

Further, there is an advantage that deterioration of durability due to thermal distortion can be sufficiently prevented.

[Brief explanation of the drawing]

Figures 1 to 7 show an engine with controlled number of operating cylinders as a first embodiment of the present invention. Figure 1 is its overall configuration, Figure 2 is a block diagram showing its control system, and Figure 3 is a block diagram showing its control system. Electrical circuit diagram showing the control system, No. 4
The figure is a time chart showing signal waveforms etc. of each part of Fig. 2. Figs. 5a is a plan view showing the state when the valve is stopped, FIG. 5b is a schematic diagram showing the state when the valve is stopped, FIG. 6a is a plan view showing the state when the valve is operating, and FIG. FIGS. 7A to 7D are schematic diagrams showing the state when the valve is in operation, and FIGS. FIG. 7b is a schematic diagram showing the state when the valve is in operation, FIG. 7c is a perspective view of the plunger, FIG. 7d is a perspective view of the stopper, and FIG. Figures 1 to 10 show an engine with controlled number of operating cylinders as a second embodiment of the present invention, and Figure 8 is its overall configuration diagram;
FIG. 9 is an electric circuit diagram showing the control system, and FIG. 10 is a time chart showing signal waveforms of various parts in FIG. 1-4, 1'-3'...Cylinder, 5...Rocker arm, 6...Poppet valve, 7...Cam, 8...Rod, 9...Stud, 10...Plunger, 11
... Interval, 12...Protrusion, 13...Stopper,
14... Groove, 15... Lever, 16... Electromagnetic actuator, 16a... Electromagnetic coil, 17...
Operating plunger, 18, 18'...spring,
19... Locknut, 20... Wall, 21,2
1'...Cylinder deactivation control circuit as control means, 22...
... cylinder outage determination circuit as cylinder outage determination means, 23...
Each cylinder cycle detection circuit, 24... Alternate cycle signal generation circuit every two rotations, 25-28... Valve control circuit, 29, 29', 30, 30'... Waveform shaping circuit, 31, 31', 31'' , 31, 32... Batsuhua, 33... Stopper body, 34... Interval,
35... Projection, 36... Stopper, 37... Lever, 38... Plunger, 39... Groove, 40...
...wall, 41...fulcrum, 42...link, TFF
1~TFF3, TFF1'~TFF3'...T-flipflop, DFF1~DFF4, DFF1'~DFF
3'...D-Flip Flop, JKF1~JKF4,
JKF1'~JKF3'...JK-Flip Flop,
OR1~OR4, OR1'~OR3', OR10, OR
20...Or gate, INV1~INV4, INV
1'~INV3'...Inverter, DR1~DR4,
DR1'~DR4', DR10, DR10', DR20,
DR20', DR30, DR30'...Driver circuit, IN1-IN4, IN1'-IN3'...Intake valve,
EX1~EX4, EX1'~EX3'...exhaust valve, E,
E′……Engine.

Claims (1)

[Scope of Claims] 1. A plurality of cylinder deactivation means provided for each cylinder of the engine to respectively switch each cylinder into a deactivated state and an activated state, and an engine operating information signal that changes according to the operational state of the engine. It is determined whether normal operation or cylinder deactivation operation should be performed based on the received information, and when it is determined that cylinder deactivation operation should be performed, at least one of the cylinder deactivation means described above is switched from the normal operation state to the cylinder deactivation operation state. In addition to being equipped with a cylinder determination circuit,
a cylinder deactivation timing means that receives the ignition pulse train signals of all the cylinders and a cylinder discrimination signal which is outputted as one pulse every two revolutions of the crankshaft, and determines the operation timing of each of the cylinder deactivation means; an alternating cycle signal generation circuit for every two revolutions which outputs an alternating cycle signal that is inverted every two revolutions; and an alternating cycle signal generating circuit that outputs an alternating cycle signal that is inverted every two revolutions; An engine for controlling the number of active cylinders, comprising a cylinder deactivation control means for controlling each cylinder deactivation means described above so as to alternately switch between cylinders and cylinders in a deactivated state. 2. The engine has an odd number of cylinders, and the cylinder deactivation control means controls the cylinder deactivation control means so that all the cylinders perform explosions at equal intervals when the cylinder deactivation determination circuit determines that cylinder deactivation operation should be performed. A cylinder deactivation operation state in which each cylinder deactivation means is alternately switched between an activated cylinder and a deactivated cylinder each time the alternating cycle signal is reversed at each operation timing determined by the cylinder deactivation timing means. An engine with controlled number of active cylinders according to claim 1, which is configured to control the number of cylinders.