JPS58187509A - Valve operating device for engine with controlled number of cylinder - Google Patents

Abstract

PURPOSE:To decrease fluctuation of torque and that of the number of revolution when cylinders are partially operated, by controlling and releasing the opening operation of an exhaust valve earlier than that of an intake valve at the time when the number of operated cylinders is changed, together with supplying a part of exhaust air to the cylinders on the stopping side when the cylinders are partially operated. CONSTITUTION:When lightly loaded operation range is recognized by a control circuit 32 by a signal from a load sensor 31 which is interlocked with an accelerator 30, switches 37, provided in the middle part of an ignition cord being connected to cylinders No.2 and No.3 on the stopping side, are opened, so that the ignition plugs for these cylinders are brought into unoperated condition. On the other hand, an actuator 19 is operated, and rocker arms for an intake valve and an exhaust valve in the cylinders No.2 and No.3 on the stopping side are displaced so as to be cooperated with the secondary cams 13 and 14 instead of the primary cams 11 and 12 on a camshaft 6. By the displacement, exhaust gas, passing through an exhaust valve which is opened from the end of an expansion process to the starting time of an exhaust process, is introduced into the cylinders No.2 and No.3, at the same time introduction of intake air into the cylinders No.2 and No.3 on the stopping side is shut off by the intake valve being closed.

Description

【発明の詳細な説明】 この発明は、エンジン軽負荷運転域で一部気筒の作動を
休止させ部分気筒運転を行なう気筒数制御エンジンの弁
作動装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a valve actuation device for a cylinder number controlled engine that suspends operation of some cylinders in a light engine load operating range to perform partial cylinder operation.

一般に、エンジンを高い負荷状態で運転すると燃料消費
率が良好になる傾向があり、このため多気筒エンジンに
おいて負荷の小さいときに一部気筒の作動を休止させて
、この分だけ残シの稼動側気筒の負荷を相対的に高め、
全体として軽負荷域の燃費を改善するようにした気筒数
制御エンジンが考えられた（％願昭５０−２８７７０な
ど）。In general, fuel consumption tends to improve when an engine is operated under a high load. Therefore, in a multi-cylinder engine, when the load is light, some cylinders are deactivated, and the remaining cylinders are left in operation. Relatively increasing the cylinder load,
Engines that control the number of cylinders have been devised to improve overall fuel efficiency in the light load range (such as the %Gan 50-28770).

−邪気筒を休止する手段としては、燃料の供給を停止す
るものや、吸気弁並びに排気弁の開作動を規制するもの
が主であるが、特に後者によると気筒内に閉じ込められ
た気体が圧縮・膨張を繰り返すことから比較的トルク変
動ないし回転変動の増加が少ないという利点があると言
われている。- The main means of deactivating the evil cylinder are to stop the fuel supply and to restrict the opening of the intake valve and exhaust valve, but the latter method in particular shows that the gas trapped inside the cylinder is compressed.・It is said to have the advantage that there is relatively little increase in torque fluctuation or rotational fluctuation due to repeated expansion.

しかしながら、このように吸排気弁を閉じて部分気筒運
転を行なうものにあっては、圧縮・膨張を反復する間に
クランクケース側へのブローパイを起すことから次第に
休止側気筒の筒内圧力が“減少し、むしろトルク変動が
増加するという問題を生じる。However, in a machine that performs partial cylinder operation with the intake and exhaust valves closed, blow piping toward the crankcase occurs during repeated compression and expansion, and the in-cylinder pressure in the cylinder on the idle side gradually decreases. Instead, the problem arises that torque fluctuation increases.

例えば、第１図は直列４気筒エンジンの＃２゜参３気筒
の吸排気を停止して部分気筒運転を続けた場合の各気筒
の筒内圧力（Ｒ−Ｐ＜　）の変化を示したものであるが
、当初はｐ！、ｐ、のピーク値はＰｌ＋Ｐ、の手分程度
が得られるものの、休止を続けると図示したように圧力
変化は殆ど平滑化され、この状態では圧力のピークは３
６０°毎となりしかも稼動気筒に混合気′ｔ−集中させ
た結果、このピーク値は全気筒運転時よりも相当高くな
るため回転の円滑さを著しく損ねると云う問題点があっ
た。For example, Figure 1 shows the change in the in-cylinder pressure (R-P< ) of each cylinder when the intake and exhaust of the #2 and 3 cylinders of an in-line 4-cylinder engine are stopped and partial cylinder operation is continued. However, initially p! Although the peak value of ,p, is about the same as Pl+P, if the pause is continued, the pressure change will be almost smoothed out as shown in the figure, and in this state, the pressure peak will be 3.
As a result of concentrating the air-fuel mixture in the operating cylinders at intervals of 60 degrees, the peak value becomes considerably higher than when all cylinders are operated, which causes a problem in that the smoothness of rotation is significantly impaired.

この発明は、このような問題点に着目してなされたもの
で、部分気筒運転時に休止側気筒に排気の一部を供給す
るよう構成して気筒白圧縮圧力を安定に維持すると共に
、通常運転（全気筒運転）から部分気筒運転、部分気筒
運転から通常運転（全気筒運転）に移行する際には、吸
気弁よりも排気弁の開作動から先に規制ならびに規制を
解除することにより、弁切換時の機関性能を良好に保ち
つつ、部分気筒運転時のトルク変動や回転変動を十分に
低減するようｋしたものである。This invention was made with attention to these problems, and is configured to supply part of the exhaust gas to the cylinder on the idle side during partial cylinder operation, to maintain stable cylinder white compression pressure, and to maintain stable cylinder white compression pressure during normal operation. When transitioning from (all cylinders operation) to partial cylinders operation, and from partial cylinders operation to normal operation (all cylinders operation), the opening operation of the exhaust valves is first restricted and the restrictions are lifted before the intake valves are opened. This is designed to maintain good engine performance during switching while sufficiently reducing torque fluctuations and rotational fluctuations during partial cylinder operation.

以下、本発明を図面に基づいて説明する。第２図は本発
明の一実施例を示す要部構成図で、第３図、第４図はそ
の部分詳細図と部分断面図である。Hereinafter, the present invention will be explained based on the drawings. FIG. 2 is a block diagram of a main part showing an embodiment of the present invention, and FIGS. 3 and 4 are a partial detailed view and a partial sectional view thereof.

まず構成を説明すると１図中１はシリンダヘッド、２は
休止側気筒の吸気弁、３は同じく排気弁、４は吸気弁２
側のロッカーアーム、５は排気弁３側のロッカーアーム
、６はロッカーシャフト、７はロッカーシャフト６ｔ−
シリンダヘッドｌに支持するブラケッ）、９Ｆ１カムシ
ヤフトである。First, to explain the configuration, 1 in the figure is the cylinder head, 2 is the intake valve of the cylinder on the idle side, 3 is the exhaust valve as well, and 4 is the intake valve 2
5 is the rocker arm on the exhaust valve 3 side, 6 is the rocker shaft, 7 is the rocker shaft 6t-
This is a 9F1 camshaft.

このカムシャフト９には、パルプスプリング１゜と協働
して、通常の吸、排気行程でそれぞれロッカーアーム４
，５ｔ−介して吸、排気弁２．３’！！−開閉させるた
めの所定のプロフィールが付与された第１ツカＡＩ　１
　、１２と、後述するプロフィールが付与された第２の
カム１３．１４とが隣接して形成されている。This camshaft 9 is provided with a rocker arm 4 in cooperation with a pulp spring 1° during normal intake and exhaust strokes.
, 5t-through intake and exhaust valves 2.3'! ! - First claw AI 1 given a predetermined profile for opening and closing
, 12 and a second cam 13.14 provided with a profile to be described later are formed adjacent to each other.

一方、ロッカーアーム４．５ｉ、ロッカーシャフト６に
対して揺動可能なだけでなく、ブラケット７の間で軸方
向にも移動し得るように支持される。On the other hand, the rocker arm 4.5i is not only swingable relative to the rocker shaft 6, but also supported between the brackets 7 so as to be movable in the axial direction.

そして、ロッカーシャフト６には、ロッカーアーム４，
５と一方のブラケット７との間で軸方向に摺動可能な切
換リング１５が嵌装され、ロッカーアーム４，５はこの
切換リング１５との間に介装された第１のバネ１６と、
他方のブラケット７との間に介装された第２のバネ１７
との張力バランスに応じて軸方向の位置決めがなされる
。The rocker shaft 6 includes a rocker arm 4,
A switching ring 15 that is slidable in the axial direction is fitted between the rocker arms 4 and 5 and one of the brackets 7, and a first spring 16 is interposed between the rocker arms 4 and 5 and the switching ring 15.
A second spring 17 interposed between the other bracket 7
The axial positioning is performed according to the tension balance between the

この切換リング１５は、ロッド１８ｔ−介してソレノイ
ドあるいは油圧シリンダ等で構成されるアクチュエータ
１９により駆動され、アクチュエータ１９の非作動時に
は第１のカム１１．１２にしたがって吸、排気弁２，３
が開閉駆動されるように、口ｙカーアーム４，５の初期
位置を設定している。This switching ring 15 is driven by an actuator 19 constituted by a solenoid or a hydraulic cylinder through a rod 18t.
The initial positions of the car arms 4 and 5 are set so that the car arms 4 and 5 are driven to open and close.

アクチュエータ１９の作動時には、その駆動力により切
換リング１５が矢印方向に移動しバネ１６．１７が圧縮
されるのに伴ってロッカーアーム４，５が押され、その
７才ロワ部２ｏが第１゜第２のカム１１−１４のベース
サークル域にある間に第２のカム１３．１４へと乗り移
る。したがって、このとき吸、排気弁２，３は、対応す
る第２のカム１３．１４のプロフィールに応じて開閉駆
動される。ただし、フォロワ部２ｏのリフト中には、バ
ルブスプリングｌｏの抗力により、フォロワ部２０とリ
フト部２１との間に摩擦力が生じてバネ１６のみが圧縮
し、ロッカーアーム４，５が移動しないようになってい
る。When the actuator 19 is activated, its driving force moves the switching ring 15 in the direction of the arrow, compresses the springs 16 and 17, and pushes the rocker arms 4 and 5, so that the 7-year-old lower portion 2o moves to the 1st degree. While in the base circle area of the second cam 11-14, it transfers to the second cam 13,14. Therefore, at this time, the intake and exhaust valves 2 and 3 are driven to open and close according to the profile of the corresponding second cam 13, 14. However, while the follower part 2o is being lifted, a frictional force is generated between the follower part 20 and the lift part 21 due to the drag force of the valve spring lo, and only the spring 16 is compressed to prevent the rocker arms 4 and 5 from moving. It has become.

このうち、吸気弁２に対応する第２のカム１３は、第５
図に示すように第１のカム１１のベースサークルと同径
の真円形に形成され、排気弁３に対応する第２のカム１
４は、第６図に示すように第１のカム１２に対して、約
４５°先行する位置に、全高が略半分のリフト部２２が
形成される。Of these, the second cam 13 corresponding to the intake valve 2 is the fifth cam.
As shown in the figure, the second cam 1 is formed into a perfect circle with the same diameter as the base circle of the first cam 11, and corresponds to the exhaust valve 3.
4, a lift portion 22 having approximately half the total height is formed at a position approximately 45° ahead of the first cam 12, as shown in FIG.

即ち、第１のカム１１．１２の場合には、第７図、第８
図の（ＪＬ）に示すように、吸、排気弁２，３が通常の
吸排気作用を行なうように駆動開閉される。That is, in the case of the first cam 11.12, FIGS.
As shown in (JL) in the figure, the intake and exhaust valves 2 and 3 are driven to open and close to perform normal intake and exhaust operations.

そして、第２のカム１３．１４の場合には、吸気弁２は
閉止状態に保たれ、排気弁３は第７図。In the case of the second cam 13,14, the intake valve 2 is kept closed and the exhaust valve 3 is kept closed, as shown in FIG.

第８図の（ｂ）に示すように、そのピストン２３の膨張
行程の末期から排気行程の初期まで開くように開作動が
規制される。As shown in FIG. 8(b), the opening operation of the piston 23 is restricted from the end of the expansion stroke to the beginning of the exhaust stroke.

これにより、休止側気筒への吸気（混合気）の導入全遮
断してその作動を休止させると共に、この休止側気筒に
排気系から排気の一部を供給する手段が構成される。This constitutes a means for completely cutting off the introduction of intake air (mixture) to the cylinder on the idle side to suspend its operation, and supplying a portion of exhaust gas from the exhaust system to the cylinder on the idle side.

一方、この吸気弁２に対応する第１のカム１１と第２の
カム１３との間には、その排気行程の期間ロッカーアー
ム４の移動を阻止するストッパ２４が設けられ（第５図
参照）、例えば前記アクチュエータ１９を作動、復帰し
ても、排気行程であれば吸気弁２の動作状態つまシ開作
動の規制、規制解除状態がすぐには変わらず１次の行程
に入ってから切換るように形成している。On the other hand, a stopper 24 is provided between the first cam 11 and the second cam 13 corresponding to the intake valve 2 to prevent movement of the rocker arm 4 during the exhaust stroke (see FIG. 5). For example, even if the actuator 19 is actuated and reset, in the exhaust stroke, the operating state of the intake valve 2, the restriction of the knob opening operation, and the restriction release state do not change immediately, but change after entering the first stroke. It is formed like this.

また、このロッカーアーム４は、前述したように、フォ
ロア部２０が第１のカム１１によるリフト中であれば、
アクチュエータ１９を作動してもベースサークル域に入
るまで第２のカム１３へ移動することはない。同じく第
１のカムｌｌのり７ト域であれば、アクチュエータ１９
に復帰してもフォロワ部２０がそのリフト部２１に当た
るため、ベー　スサークル域に来るまでロッカーアーム
４は第２のカム１３から第１のカム１１へ移動しない。Further, as described above, when the follower section 20 is being lifted by the first cam 11, the rocker arm 4
Even if the actuator 19 is actuated, it will not move to the second cam 13 until it enters the base circle area. Similarly, if the first cam is in the 7g area, the actuator 19
Since the follower section 20 hits the lift section 21 even after the rocker arm 4 returns to the base circle region, the rocker arm 4 does not move from the second cam 13 to the first cam 11 until it reaches the base circle area.

したがって、吸気弁２は、吸、排気行程を除く圧縮、膨
張行程で開作動の規制ならびに規制解除が開始され、次
の吸入行程から動作が切換る。Therefore, the restriction and release of the opening operation of the intake valve 2 is started in the compression and expansion strokes, excluding the suction and exhaust strokes, and the operation is switched from the next suction stroke.

他方、排気弁３は、対応する第１のカム１２のリフト域
にあたる排気行程では、ロッカーアーム５の移動が阻止
されるが、それ以外の行程ではアクチュエータ１９に応
動して即座に開作動の規制。On the other hand, in the exhaust stroke of the exhaust valve 3, which corresponds to the lift range of the corresponding first cam 12, movement of the rocker arm 5 is prevented, but in other strokes, the opening operation is immediately regulated in response to the actuator 19. .

規制解除が行なわれる。Regulations will be lifted.

この吸、排気弁２．３の動作状態の切換えは、圧縮、膨
張行程では同時に行なわれ、吸、排気行程では第９図の
（＆）　、　（ｂ）に示すように常に排気弁３が先行す
る。そして、例えば開作動を規制したときには、まず排
気弁３が前述したように膨張行程の末期から排気行程の
初期にかけて開かれ１次の吸入行程から吸気弁２が閉止
状態となる。開作動の規制を解除したときには、排気弁
３が解除後の排気行程から、吸気弁２＃′ｉその次の吸
入行程から通常の開閉作動を行ない、吸、排気作用を行
なうのである。This switching of the operating states of the intake and exhaust valves 2.3 is performed simultaneously during the compression and expansion strokes, and the exhaust valve 3 always takes the lead in the intake and exhaust strokes, as shown in (&) and (b) in Figure 9. do. For example, when the opening operation is restricted, the exhaust valve 3 is first opened from the end of the expansion stroke to the beginning of the exhaust stroke as described above, and the intake valve 2 is closed from the first intake stroke. When the restriction on the opening operation is released, the exhaust valve 3 performs the normal opening and closing operation from the exhaust stroke after the release, and from the intake stroke following the intake valve 2#'i, thereby performing intake and exhaust operations.

即ち、排気行程、吸気行程と続くことに合わせて、吸、
排気弁２，３の開作動の規制ならびに規制解除を排気弁
３から先に行なう切換手段が構成される。In other words, in conjunction with the exhaust stroke and intake stroke, the intake and
A switching means is configured to restrict and release the opening operation of the exhaust valves 2 and 3 from the exhaust valve 3 first.

第１Ｏ図は、上記構成により、直列４気筒エンジンの１
１．１４気筒を稼動側気筒、＋２　、　＋３気筒を休止
側気筒とした場合の一例で、２５は吸気通路、２６は絞
弁、２７は気化器等の燃料供給装置、２８は排気通路、
２９は触媒等の排気浄化装置を示している。Figure 1O shows one of the in-line four-cylinder engines with the above configuration.
1. This is an example in which the 14th cylinder is the active cylinder, and the +2 and +3 cylinders are the inactive cylinders, 25 is an intake passage, 26 is a throttle valve, 27 is a fuel supply device such as a carburetor, 28 is an exhaust passage,
29 indicates an exhaust purification device such as a catalyst.

アクセルペダル３０と連動する負荷センサ３１からの信
号に応じて、エンジンの軽負荷運転域になると、制御回
路３２が前記アクチュエータ１９を作動するように指令
し、休止側気筒１２　、　＋３の吸、排気弁２．３の開
作動を規制する。したがって、休止側気筒＃２　、＋３
では、吸気（混合気）の導入が遮断されその作動（燃焼
）を休止すると共に、膨張行程の末期から排気行程の初
期にかけて排気弁３が開かれる。稼動側気筒＃Ｌ、＃４
では、もちろん作動が継続され、これにより部分気筒運
転が行なわれる。In response to a signal from a load sensor 31 interlocked with an accelerator pedal 30, when the engine enters a light load operating range, a control circuit 32 commands the actuator 19 to operate, thereby controlling the intake and exhaust of the cylinders 12 and +3 on the idle side. Regulates the opening operation of valve 2.3. Therefore, cylinders #2 and +3 on the idle side
Then, the introduction of intake air (mixture) is cut off and its operation (combustion) is stopped, and the exhaust valve 3 is opened from the end of the expansion stroke to the beginning of the exhaust stroke. Operating cylinder #L, #4
Then, of course, operation continues, resulting in partial cylinder operation.

他方、軽負荷運転域から例えば高負荷運転域等に入ると
、吸、排気弁２，３の開作動の規制が解除され、通常の
吸、排気作用が再開されて全気筒運転が行なわれる。On the other hand, when entering, for example, a high load operation range from the light load operation range, the restriction on the opening operations of the intake and exhaust valves 2 and 3 is lifted, normal intake and exhaust operations are resumed, and all-cylinder operation is performed.

なお、図中３４はイグニッションスイッチ、３５は点火
コイル、３６はディストリビュータで、部分気筒運転時
に、ディストリビュータ３６から休止側気筒＃２．１３
の点火栓（図示しない）に至る点火コードの途中に設け
たスイッチ３７を開いて、その点火電流ｔ−遮断するよ
うにしても良い。In the figure, 34 is an ignition switch, 35 is an ignition coil, and 36 is a distributor. During partial cylinder operation, from the distributor 36 to cylinder #2.13 on the idle side.
The ignition current t- may be cut off by opening a switch 37 provided in the middle of the ignition cord leading to the ignition plug (not shown).

ただし、この場合、遮断時期は適宜選定される。However, in this case, the cutoff timing is selected as appropriate.

このように構成したので、気筒＃２　、　＋３の作動が
休止される部分気筒運転時には、その膨張行程の末期か
ら排気行程の初期まで開かれる排気弁３を介して（第７
図、第８図の（ｂ）参照）、排気通路２８から休止側気
筒＃２　、　＋３に排気が流入し、供給される。With this configuration, during partial cylinder operation in which the operation of cylinders #2 and +3 is suspended, the exhaust valve 3 (the seventh
8(b)), exhaust gas flows from the exhaust passage 28 to the cylinders #2 and +3 on the idle side and is supplied thereto.

したがって、休止側気筒１２　、＋３では十分量の排気
が確保され、従来例のように圧縮、膨張を繰り返すうち
にブローパイを生じても気筒内のガスが減少してしまう
ことはなく、第１１図に示すように休止側気筒＃２．４
＃３において常に安定した圧縮圧力を得ることができる
＠ これにより、部分気筒運転時のトルク変動や回転変動を
十分に抑制することができ、円滑な運転性を維持するこ
とができる。Therefore, a sufficient amount of exhaust gas is secured in the cylinders 12 and +3 on the idle side, and even if blow pie occurs during repeated compression and expansion as in the conventional example, the gas in the cylinders will not decrease. As shown in the figure, the idle side cylinder #2.4
A stable compression pressure can always be obtained in #3. Thereby, torque fluctuations and rotational fluctuations during partial cylinder operation can be sufficiently suppressed, and smooth drivability can be maintained.

他方、全気筒運転時には、休止側気筒＃２．＋３、稼動
側気筒１１．＃４とも同様に作動して良好な機関性能、
運転性能が得られるが、部分気筒運転から全気筒運転、
全気筒運転から部分気筒運転へ移行する際には、休止側
気筒＄２　、　＄３の吸、排気弁２，３の開作動の規制
ならびに規制解除が。On the other hand, during all-cylinder operation, the idle cylinder #2. +3, operating cylinder 11. #4 works similarly and has good engine performance.
Driving performance can be obtained, but from partial cylinder operation to full cylinder operation,
When transitioning from full cylinder operation to partial cylinder operation, the opening operation of the intake and exhaust valves 2 and 3 of the cylinders $2 and $3 on the idle side is restricted and the restrictions are lifted.

前述したように排気弁３から先に行なわれ、排気弁３の
動作が切換った後に吸気弁２の動作が切換る。As described above, the operation of the exhaust valve 3 is performed first, and after the operation of the exhaust valve 3 is switched, the operation of the intake valve 2 is switched.

したがって、部分気筒運転への移行時に、例えば休止側
気筒＃２　、　＃３の吸入行程で規制に入った場合、気
前１２　、＃３内で燃焼した排気を排出することなく閉
じ込めることができ、高い圧縮圧力を得ることができる
。圧縮、膨張行程で入った場合も同様の状態となる。こ
の一方、排気行程で規制に入った場合には、排気弁３は
次の吸入行程切換る。このため、気筒＄２　、　＃３内
が真空になることが回避されると共に、次の排気行程か
ら燃焼排気の圧縮作用が得られる（第９図の（ＪＬ）参
照）。Therefore, when transitioning to partial cylinder operation, for example, if the regulation is entered during the intake stroke of the idle cylinders #2 and #3, the exhaust gas burned in the cylinders #2 and #3 can be trapped without being discharged, High compression pressure can be obtained. A similar situation occurs when the cylinder enters the compression or expansion stroke. On the other hand, if the regulation is entered during the exhaust stroke, the exhaust valve 3 switches to the next suction stroke. Therefore, it is avoided that the insides of cylinders $2 and #3 become vacuum, and the combustion exhaust gas is compressed from the next exhaust stroke (see (JL) in FIG. 9).

また、全気筒運転への移行時に、吸入行程で規制の解除
に入ると、次の排気行程で気筒＃２．＃３内に閉じ込め
られた排気が排出され、その次の吸入行程から作動が再
開される。このため、排気が吸気系に逆流することを防
止できる。圧縮、膨張行程で規制を解除した場合も、同
様に次の吸入行程から気筒＃２．１３の作動が再開され
る。一方、゛排気行程で規制解除に入つ穴場台には、や
はシ排気弁３は次の吸入行程から、吸気弁２はその次の
圧縮行程から動作が切換り、したがって気筒＃２゜＃３
内に閉じ込められた排気が吸気系に逆流するようなこと
はなく、次の排気行程で排気系に排出され、作動が再開
される（第９図の（ｂ）参照）。Also, when transitioning to all-cylinder operation, if the restriction is lifted during the intake stroke, cylinder #2 will be activated during the next exhaust stroke. The exhaust gas trapped in #3 is discharged, and operation resumes from the next intake stroke. Therefore, exhaust gas can be prevented from flowing back into the intake system. Even when the restriction is lifted during the compression and expansion strokes, the operation of cylinder #2.13 is similarly restarted from the next intake stroke. On the other hand, in the case where the regulation is lifted in the exhaust stroke, the operation of the exhaust valve 3 changes from the next intake stroke, and the operation of the intake valve 2 changes from the next compression stroke. 3
The trapped exhaust gas does not flow back into the intake system, but is discharged to the exhaust system in the next exhaust stroke, and operation is resumed (see (b) in FIG. 9).

本実施例では、このようにして１部分気筒運転時の休止
側気筒内圧線圧力を高め、安定維持すると共に、休止側
気筒の作動、休止切換時に気筒内圧力が負圧になったり
、また排気が吸気系に流出することを防止しているので
あシ、その結果燃焼状態や機関性能等を阻害することな
く１部分気筒運転時のトルク変動等十分かつ良好に低減
することができ、運転性能の一層の向上が図られる。In this embodiment, in this way, the line pressure inside the cylinder on the deactivated side during partial cylinder operation is increased and maintained stably, and when the cylinder on the deactivated side is activated or switched to deactivation, the cylinder internal pressure becomes negative pressure or As a result, torque fluctuations during partial cylinder operation can be sufficiently and favorably reduced without impeding combustion conditions or engine performance, improving driving performance. This will further improve the results.

以上説明した通り、本発明によれば、−邪気筒の吸、排
気弁の開作動を規制して部分気筒運転を行なうようにし
た気筒数制御エンジンにおいて、休止側気筒に排気の一
部を供給する手段を設けると共に、吸、排気弁の開作動
の規制ならびに規制解除を排気弁から先に行ない、その
後吸気弁を追従させるように構成したので、部分気筒運
転時のトルク変動や回転変動を十分に抑制することがで
き、また、部分気筒運転、全気筒運転への移行時の機関
状態が最良に維持され、常に円滑な運転性が確保できる
という効果がある。As explained above, according to the present invention, - In a cylinder number control engine that performs partial cylinder operation by regulating the opening operation of the intake and exhaust valves of the evil cylinder, a part of the exhaust gas is supplied to the cylinder on the idle side. In addition, the structure is configured so that the opening operation of the intake and exhaust valves is regulated and the regulation is lifted from the exhaust valve first, and then the intake valve follows, so torque fluctuations and rotational fluctuations during partial cylinder operation are sufficiently suppressed. In addition, the engine condition at the time of transition from partial cylinder operation to full cylinder operation is maintained at its best, and smooth drivability can always be ensured.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は従来例の稼動側気筒ならびに休止側気筒の筒内
圧力変化を表わす指圧線図、第２図は本発明の一災施例
を示す要部構成図、第３図、第４図はその部分詳細図と
部分断面図、第５図、第６図は本発明のカムの斜視形状
図、第７図の（ａ）　、　（ｂ）は本発明の休止側気筒
の稼動時、休止時の作用説明図、第８図の（＆）　、　
（ｂ）は同じく吸、排気弁の稼動時、休止時の開時性図
、第９図の（ＪＬ）　、　（ｂ）は同じく休止側気筒内
圧力変化の一例を示す作用説明図、第１０図は本発明を
適用したエンジンの概略構成断面図、第１１図は同じく
稼動側気筒、休止側気筒の筒内圧力変化を表わす指圧線
図である。 ２・・・吸気弁、３°°°排気弁、４，５°゛°ロツカ
ーアーム、９・・・カムシャフト、１１．１２・・・第
１のカムｓ１３，１４・・・Ｗ、２のカム、１９・・・
アクチュエータ、２４・・・ストッパ、２６・・・絞弁
、２７・・・燃料供給装置、３１・・・負荷センサ、３
２・・・制御回路。 第２図 １１４ｒ！Ｒ 武 （口及べ） 第７ＲFig. 1 is a Shiatsu diagram showing the in-cylinder pressure changes of the active cylinder and the idle cylinder of the conventional example, Fig. 2 is a main part configuration diagram showing a disaster example of the present invention, Figs. 3 and 4 5 and 6 are perspective views of the cam of the present invention, and FIGS. 7(a) and 7(b) are a partial detailed view and a partial cross-sectional view of the cam, and FIGS. Diagram explaining the action of time, (&) in Figure 8,
(b) is also an opening characteristic diagram when the intake and exhaust valves are in operation and at rest, (JL) in FIG. The figure is a schematic cross-sectional view of an engine to which the present invention is applied, and FIG. 11 is a finger pressure diagram showing changes in cylinder pressure in the operating cylinder and the idle cylinder. 2... Intake valve, 3°°° Exhaust valve, 4,5°゛° Rocker arm, 9... Camshaft, 11.12... First cam s13, 14... W, 2 cam , 19...
Actuator, 24... Stopper, 26... Throttle valve, 27... Fuel supply device, 31... Load sensor, 3
2...Control circuit. Figure 2 114r! R Take (mouth) 7th R

Claims (1)

【特許請求の範囲】[Claims] 軽負荷運転域で吸気弁ならびに排気弁の開作動が規制さ
れ作動を休止する休止側気筒と、常時作動する稼動側気
筒とを備えた気筒数制御エンジンにおいて、上記作動体
止時に休止側気筒に排気の一部を供給する手段と、吸、
排気弁の開作動の規制ならびに規制解除を排気弁から先
に行なう切換手段とを設けたことを特徴とする気筒数制
御エンジンの弁作動装置。In a cylinder number control engine that is equipped with an inactive cylinder whose operation is suspended by restricting the opening of the intake and exhaust valves in a light load operating range, and an operating cylinder which is always in operation, when the operating body is stopped, the inactive cylinder is means for supplying a portion of the exhaust air;
1. A valve operating device for a cylinder number controlled engine, comprising a switching means for regulating and releasing the regulation on the opening operation of the exhaust valve, starting from the exhaust valve.