JP2005090463A - Cylinder deactivation control engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cylinder deactivation control engine for improving fuel efficiency at deactivation or return.
A valve pause mechanism 63 is provided in the vicinity of a stem end of a first intake valve 461, and a slide pin 76 of the valve pause mechanism 63 is moved under the control of an ECU 70 to switch between a pause and an operation of a first intake valve 461. Have When performing cylinder deactivation, the exhaust valve is deactivated after stopping fuel injection, and the first intake valve 461 is deactivated after confirming the deactivation of the exhaust valve. To determine whether or not the first intake valve 461 is stopped, a stop determination magnetic sensor 71 attached to the cylinder head 40 in the vicinity of the valve lifter 611 of the first intake valve 461 is used.
[Selection] Figure 10

Description

  The present invention relates to a cylinder deactivation control engine that can control the number of cylinders by deactivating a valve.

Some engines such as vehicles increase or decrease the number of operating cylinders according to the engine load (see, for example, Patent Document 1). Here, a sensor for measuring the in-cylinder pressure is attached to each cylinder, and cylinder deactivation determination is performed based on a change in the in-cylinder pressure before and after the top dead center of the piston. Then, after confirming that the cylinder to be deactivated is deactivated, the fuel supply to the cylinder is stopped.
JP 2001-140664 A (paragraphs 0027 to 0028, 0031, FIG. 6)

However, since it cannot be confirmed that the intake valve and the exhaust valve have stopped until the piston passes through the top dead center, fuel is supplied to the cylinders to be stopped until the stop is confirmed, improving fuel efficiency. I couldn't. Also, when returning from the cylinder deactivation state, the fuel is supplied after the piston passes through the top dead center and the operation of the intake valve and the exhaust valve is confirmed. there were.
The present invention has been made in view of such a problem, and an object of the present invention is to provide a cylinder deactivation control engine that can further improve fuel efficiency during deactivation and can quickly return from deactivation.

The invention according to claim 1 of the present invention that solves the above-described problems is a cylinder deactivation control engine that deactivates a part of a plurality of cylinders according to an operation state, and deactivates the cylinder in operation. In this case, a step of stopping the fuel injection (for example, step S1 of the embodiment), a step of confirming the stop of the exhaust valve (for example, the first exhaust valve 471 of the embodiment) (for example, step S3 of the embodiment), A cylinder deactivation control engine (for example, implementation) characterized in that the step (for example, step S5 of the embodiment) for confirming the stop of the intake valve (for example, the first intake valve 461 of the embodiment) is sequentially performed. Engine E) of the form.
When the cylinder is deactivated, the cylinder deactivation control engine deactivates the exhaust valve after stopping the fuel injection to the corresponding cylinder. When the exhaust valve is stopped, the intake valve is stopped and the intake valve is stopped. Since cylinder deactivation is performed in this order, fuel and exhaust gas do not flow backward to the intake port.

According to a second aspect of the present invention, in the cylinder deactivation control engine that deactivates some of the plurality of cylinders according to the operation state, the operation of the exhaust valve is confirmed when the deactivated cylinder is operated. A step (for example, step S12 in the embodiment), a step for confirming the operation of the intake valve (for example, step S14 in the embodiment), and a step for injecting fuel (for example, step S15 in the embodiment) are sequentially performed. The cylinder deactivation control engine is characterized by being configured as described above.
This cylinder deactivation control engine activates the exhaust valve of the corresponding cylinder when operating the deactivated cylinder. When the operation of the exhaust valve is confirmed, the intake valve is operated. Allow fuel injection after confirming that the intake valve is operating. Since the idle cylinders are operated in this order, fuel injection is performed after the intake valve and the exhaust valve are reliably operated.

According to a third aspect of the present invention, there is provided a cylinder deactivation control engine that deactivates some of a plurality of cylinders according to an operation state, and a cylinder head in the vicinity of an intake valve and an exhaust valve (for example, the cylinder of the embodiment). A sensor (for example, a deactivation determination sensor 71 of the embodiment) is provided in the head 40), and a cylinder deactivation control engine characterized by determining whether each cylinder is activated or deactivated is provided.
According to this cylinder deactivation control engine, the operation or deactivation of the cylinder is determined using sensors provided in the vicinity of the intake valve and the exhaust valve. If both the intake valve and the exhaust valve are operating, it is determined that the cylinder is also operating, and it is determined that the cylinder is deactivated when both the intake valve and the exhaust valve are stopped.

According to a fourth aspect of the present invention, in the cylinder deactivation control engine according to the third aspect, a slide pin (for example, the slide pin 76 of the embodiment) for deactivating or operating the intake valve and the exhaust valve is used as a valve lifter (for example, In the valve lifter 611) of the embodiment, the sensor detects the position of the slide pin.
According to this cylinder deactivation control engine, when the intake valve and the exhaust valve are deactivated or operated depending on the position of the slide pin, the operation of the intake valve and the exhaust valve can be confirmed by the sensor detecting the position of the slide pin. .

According to a fifth aspect of the present invention, in the cylinder deactivation control engine according to the third aspect, a magnetism source is attached to a slide pin provided in the valve lifter for deactivating or operating the intake valve and the exhaust valve. It is characterized by that.
According to this cylinder deactivation control engine, when the sensor is a sensor that detects magnetism, the movement of the slide pin can be detected by a change in magnetism.

According to the first aspect of the present invention, since the exhaust valve and the intake valve are stopped in order after the fuel injection is stopped at the time of cylinder deactivation, the fuel and exhaust gas remain in the combustion chamber. Can be prevented. Therefore, it is possible to prevent the fuel and exhaust gas from flowing back to the intake port and the exhaust gas from remaining in the combustion chamber, thereby eliminating fuel loss and friction loss and improving fuel efficiency.
According to the second aspect of the present invention, when the cylinder is switched from the resting state to the operating state, the fuel injection is permitted after the exhaust valve and the intake valve are sequentially operated. It is possible to prevent the fuel injection from being performed before the exhaust valve is operated. Further, since the time loss from when the intake valve and the exhaust valve are actually operated to when the fuel is injected can be reduced, it is possible to quickly return from the stop.
According to the third aspect of the present invention, since the cylinder rest or operation is determined using the sensor provided in the cylinder head near the valve lifter of the intake valve and the exhaust valve, the operation of the intake valve and the exhaust valve is surely grasped. Therefore, it is possible to appropriately perform fuel supply and ignition timing. Therefore, it is possible to prevent the fuel and exhaust gas from flowing back to the intake port and the exhaust gas from remaining in the combustion chamber, thereby eliminating fuel loss and friction loss and improving fuel efficiency.
According to the invention described in claim 4, since the position of the slide pin can be detected by the sensor even when the valve lifter moves at a high speed, it is possible to reliably detect the operation of the intake valve and the exhaust valve. it can.
According to the fifth aspect of the present invention, since the magnetic generation source is attached to the slide pin, the movement of the slide pin can be reliably detected by the sensor.

The best mode for carrying out the present invention will be described below with reference to the drawings.
FIG. 1 is a side view of the motorcycle 1. The body frame 2 of the motorcycle 1 includes a head pipe 3, main frames 4 and 4 extending obliquely rearward from the head pipe 3, and center frames 5 and 5 extending downward from the rear ends of the main frames 4 and 4, Down pipes 6 and 6 and main frames 4 and 4 and seat stays 7 extending rearward from the down pipes 6 and 6 are provided.

  A front fork 8 that supports the front wheel WF is supported by the head pipe 3 so as to be steerable, and a steering handle 9 is connected to the front fork 8. A rear fork 10 that supports the rear wheel WR is supported on the rear part of one main frame 4 so as to be vertically swingable, and a cushion unit 11 is provided between the center frame 5 and the rear fork 10 via a link mechanism. It has been.

  The engine E is supported by the main frames 4 and 4 and the center frames 5 and 5, and the power of the engine E is transmitted to the rear wheels WR via a transmission and a chain transmission device 12 incorporated in the engine E. A fuel tank 13 is mounted on the left and right main frames 4 and 4 and the center frames 5 and 5 so as to be positioned above the engine E, and a driver's seat 14 and a passenger seat 14 are mounted on the seat stay 7. A radiator 15 is disposed in front of the engine E.

In the engine E, the cylinder head 40 is fixed to the upper surface of the cylinder block 30, and the head cover 41 is attached to the upper surface of the cylinder head 40.
As shown in FIG. 2, a cam chain case C is formed on the side of the engine E, and the # 4 cylinder, # 3 cylinder, # 2 cylinder, # 1 cylinder are arranged along the vehicle width direction from the cam chain case C side. Each cylinder is provided with two intake valves and two exhaust valves described later.

Here, a throttle body 20 is connected to the cylinder head 40 for each cylinder.
As shown in FIGS. 3 and 4, the throttle body 20 is connected to the cylinder head 40 substantially horizontally. An intake duct 16 is connected to the upstream side of the throttle body 20, and intake air passes through the intake passage 17 and is guided from the intake port 18 of the cylinder head 40 to each cylinder.

  A butterfly throttle valve TH is provided in the intake passage 17 of the throttle body 20 so as to be opened and closed between a fully open position and a fully closed position. The throttle valve TH is a so-called electronic throttle control type that opens and closes in conjunction with the motor 21 in accordance with the grip opening, that is, the driver's intention to accelerate. In addition, a throttle opening sensor 22 for detecting the throttle opening is linked to the throttle valve TH so that an accurate rotation angle of the throttle valve TH rotated by the motor 21 can be detected.

  As shown in FIG. 5, the throttle body 20 is provided with four throttle valves TH, TH, TH, TH in the throttle body main body 200. The throttle body 200 has a 3rd-4th throttle body 200A corresponding to the # 4 and # 3 cylinders, a second throttle body 200B corresponding to the # 2 cylinder, and a first corresponding to the # 1 cylinder. The throttle body main body 200C is connected.

  A throttle opening sensor 22 is attached to the end of the camshaft case C side of the 3-4 shaft 23 which is a valve shaft at a coaxial position with a screw 24 at the 3-4th throttle body body 200A. A pulley 25 is attached to the end of the third to fourth shaft 23 opposite to the cam chain case C. On the other hand, an injector 26 for injecting fuel into each intake passage 17 (see FIG. 3) is inserted and fixed obliquely toward the cylinder head 40 at the upper portion, that is, the upper wall of the third to fourth throttle body main body 200A.

  The injector 26 is connected to a fuel supply pipe 27 (see FIG. 2). Then, on the opposite side of the injector 26 of the 3-4th throttle body main body 200A, a 3-4 motor 21A is attached by a fastening tool 29 with its drive shaft 28 parallel to the 3-4 shaft 23. ing. Here, a pulley 31 is attached to the end of the drive shaft 28 of the 3-4 motor 21A opposite to the cam chain case C.

  The pulley 32 that opens and closes the throttle valve TH of the second throttle body main body 200B is attached to the end opposite to the cam chain case C. A throttle opening sensor 22 is attached to the lower portion of the second throttle body main body 200B. A pulley 33 is attached to the sensor shaft 34 of the throttle opening sensor 22 at the end opposite to the cam chain case C.

As shown in FIG. 3, on the front side of the throttle opening sensor 22 and on the opposite side of the injector 26, a motor 21B is connected to the shaft 35 of the throttle valve TH via a bracket (not shown). A pulley 36 is attached to the opposite end of the cam chain case C of the drive shaft of the motor 21B.
As shown in FIG. 5, the pulley groove 32M of the pulley 32 and the pulley groove of the pulley 36 of the motor 21B are linked by an endless wire 37, and the pulley groove 32S of the pulley 32 of the shaft 35 and the throttle opening sensor 22 The pulley groove of the pulley 33 is linked by an endless wire 38.

  Similarly, pulleys 32, 33, and 36 are attached to the end of the first throttle body main body 200C opposite to the cam chain case C, and the throttle opening sensor 22 and the lower part of the first throttle body main body 200C are attached. The motor 21B is attached back and forth. The pulley 32 and the pulley 36 of the motor 21B are linked by an endless wire 37, and the pulley 32 and the pulley 33 of the throttle opening sensor 22 are linked by an endless wire 38.

  As shown in FIGS. 3 and 4, the cylinder head 40 has a recess 43 that forms a combustion chamber 42 together with the cylinder block 30 and the piston 39. The recess 43 has intake valve openings 441 and 442 and an exhaust valve. Openings 451 and 452 are formed. The first intake valve opening 441 is opened and closed by the first intake valve 461, and the second intake valve opening 442 is opened and closed by the second intake valve 462. The first exhaust valve opening 451 is opened and closed by a first exhaust valve 471, and the exhaust valve opening 452 is opened and closed by a second exhaust valve 472. Note that in the # 4 cylinder as shown in FIGS. 3 and 4, the first intake valve 461 is an inactive intake valve, and the first exhaust valve 471 is an inactive exhaust valve.

  The first and second intake valves 461 and 462 are configured such that a base end of a valve stem 49 is integrally connected to a valve body portion 48 that can close the corresponding intake valve openings 441 and 442. The exhaust valves 471 and 472 are configured such that the base end of the valve stem 51 is integrally connected to a valve body portion 50 that can close the corresponding exhaust valve ports 451 and 452.

  The valve stems 49 of the first and second intake valves 461 and 462 are slidably fitted into guide cylinders 52 provided on the cylinder head 40. Further, the valve stems 51 of the first and second exhaust valves 471 and 472 are slidably fitted to guide cylinders 53 provided on the cylinder head 40.

  A retainer 54 is fixed to a portion of the valve stem 49 of the first intake valve 461 that protrudes upward from the guide cylinder 52, and a coil-shaped valve spring 551 provided between the retainer 54 and the cylinder head 40, The first intake valve 461 is biased in a direction to close the first intake valve opening 441. Further, a retainer 54 is fixed to a portion of the valve stem 49 of the intake valve 462 that protrudes upward from the guide cylinder 52, and a coil-shaped valve spring 552 provided between the retainer 54 and the cylinder head 40. The second intake valve 462 is biased in a direction to close the second intake valve opening 442.

  Similarly, the first exhaust valve 471 opens the first exhaust valve opening 451 by a coiled valve spring 571 provided between the retainer 56 fixed to the valve stem 51 of the first exhaust valve 471 and the cylinder head 40. The second exhaust valve 472 is urged in the closing direction by a coiled valve spring 572 provided between the retainer 56 fixed to the valve stem 51 of the second exhaust valve 472 and the cylinder head 40. The opening 452 is urged in the closing direction.

  The first and second intake valves 461, 462,... Of each combustion chamber 42 are driven by an intake side valve operating device 58. The intake side valve operating device 58 is provided with first intake side valve operating cams 591 corresponding to the first intake valves 461... And second intake side valve operating cams 592 corresponding to the second intake valves 462. And a bottomed cylindrical valve lifter 611 that slides in accordance with a first intake side valve cam 591 and a second intake side valve cam 592. And a bottomed cylindrical valve lifter 612.

  The camshaft 60 has an axis that is orthogonal to the axial extension of the valve stem 49 in the first and second intake valves 461, 462, and the like. The cylinder head 40 and the head cover 41 coupled to the cylinder head 40 are provided. It is supported so that it can rotate freely. The valve lifters 611 are slidably fitted to the cylinder head 40 in the same direction as the axis of the valve stems 49 in the first intake valves 461, and the outer surfaces of the closed ends of the valve lifters 611 are in the first intake side valve cams. 591... Further, the valve lifters 612 are slidably fitted to the cylinder head 40 in a direction coaxial with the axis of the valve stem 49 in the second intake valves 462, and the closed end outer surface of the valve lifters 612 is moved in the second intake side. It is in sliding contact with valve cams 592.

  Moreover, as shown in FIG. 3, the stem end of the valve stem 49 in the second intake valve 462 is brought into contact with the inner surface of the closed end of the valve lifter 612 via the shim 62, and during operation of the engine E, the second intake side It is always opened and closed by a valve cam 592.

  On the other hand, as shown in FIG. 4, between the valve stem 49 of the first intake valve 461 and the valve lifter 611, there is an action / non-action of the pressing force in the valve opening direction from the valve lifter 611 to the first intake valve 461. In a specific operating range of the engine E, for example, in a low load range such as a low speed operating range, the first intake valve 461 is set to a resting state regardless of the sliding operation of the valve lifter 611 with the pressing force being inactive. A valve pause mechanism 63 is provided.

  As shown in FIG. 6 in which a part of FIG. 4 is enlarged, the valve pause mechanism 63 forms a hydraulic chamber 75 between the pin holder 74 slidably fitted to the valve lifter 611 and the inner surface of the valve lifter 611. The slide pin 76 slidably fitted to the pin holder 74 and the spring force that urges the slide pin 76 in a direction to reduce the volume of the hydraulic chamber 75 are provided between the slide pin 76 and the pin holder 74. A return spring 77 and a stopper pin 78 provided between the pin holder 74 and the slide pin 76 to prevent rotation of the slide pin 76 around the axis line are provided. A pause determination sensor 71 for detecting the position of the slide pin 76 is attached to the cylinder head 40 side.

  As shown in FIGS. 7 and 8, the pin holder 74 includes a ring portion 74a that is slidably fitted in a valve lifter 611 (see FIG. 6), and an annular groove 79 is provided on the outer periphery of the ring portion 74a. ing. In addition, a bridging portion 74b that connects between the inner circumferences of the ring portion 74a is integrally formed along one diameter line of the ring portion 74a, and the inner circumference of the ring portion 74a and the side surfaces of the bridging portion 74b are reduced in weight. Meat is cut for illustration. Such a pin holder 74 is formed by lost wax casting or forging of iron or aluminum alloy, or is formed of synthetic resin, and the outer peripheral surface of the pin holder 74 made of metal, that is, the outer peripheral surface of the ring portion 74a, and the inner peripheral surface of the valve lifter 611 And are carburized.

  The bridging portion 74 b is provided with a sliding hole 80 having an axis in the longitudinal direction, that is, in a direction orthogonal to the axis of the valve lifter 611. The sliding hole 80 has a bottomed shape with one end opened to the annular groove 79 and the other end closed. In addition, an insertion hole 81 that communicates with the sliding hole 80 is provided at the center lower portion of the bridging portion 74b. An extension hole 82 communicating with the sliding hole 80 is provided coaxially with the insertion hole 81 at the center upper portion of the bridging portion 74b. A cylindrical accommodation tube portion 83 is integrally provided on the bridge portion 74 b around the extension hole 82 so as to be coaxial with the axis of the extension hole 82. Furthermore, a mounting hole 90 that communicates with the sliding hole 80 is provided in the upper part of the bridging portion 74 b from the portion corresponding to one end (open end) of the sliding hole 80 to the extension hole 82. Similarly, as shown in FIG. 6, a mounting hole 89 communicating with the sliding hole 80 is provided at a lower part of the bridging portion 74 b from a portion corresponding to one end of the sliding hole 80 to the insertion hole 81. Yes. The mounting hole 89 is provided coaxially with the mounting hole 90, and a stopper pin 78 is mounted here.

  In addition, a disc-shaped shim 84 is fitted into the receiving cylinder portion 83 of the pin holder 74, and the end portion of the extension hole 82 is closed. A protrusion 85 provided at the center of the inner surface of the closed end of the valve lifter 611 contacts the shim 84. The stem end 49a of the valve stem 49 of the first intake valve 461 is inserted through the insertion hole 81 below the pin holder 74. A slide pin 76 is slidably fitted in the slide hole 80. A hydraulic chamber 75 communicating with the annular groove 79 is formed between one end of the slide pin 76 and the inner surface of the valve lifter 611, and a spring formed between the other end of the slide pin 76 and the closed end of the slide hole 80. A return spring 77 is accommodated in the chamber 86. When the pin holder 74 is made of synthetic resin, only the sliding contact portion with the slide pin 76 may be made of metal.

  As shown in FIGS. 6 and 9, a housing hole 87 is provided in the intermediate portion in the axial direction of the slide pin 76. The accommodation hole 87 is coaxially connected to the insertion hole 81 and the extension hole 82 and has a diameter capable of accommodating the stem end 49 a of the valve stem 49. Further, the end portion of the accommodation hole 87 on the insertion hole 81 side is opened to a flat contact surface 88 formed on the lower outer surface of the slide pin 76 so as to face the insertion hole 81. Here, the contact surface 88 is formed relatively long along the axial direction of the slide pin 76, and the accommodation hole 87 is opened at a portion of the contact surface 88 on the spring chamber 86 side. A slit 91 that opens to the hydraulic chamber 75 side is provided on one end side of the slide pin 76. The slide pin 76 is embedded with a magnetic material such as a magnet so as to increase the detection accuracy of a pause determination magnetic sensor 71 described later.

  Further, the slide pin 76 is provided with a communication hole 96 that allows the spring chamber 86 to communicate with the accommodation hole 87, and prevents the spring chamber 86 from being pressurized or depressurized when the slide pin 76 moves in the axial direction. Further, as shown in FIG. 6, the pin holder 74 is provided with a communication hole 97 that allows the space between the pin holder 74 and the valve lifter 611 to communicate with the spring chamber 86, thereby preventing the pressure in the space from changing due to temperature. Yes. An opening 79 b is formed in the wall 79 a of the annular groove 79 that forms the spring chamber 86. The diameter of the opening 79b is set smaller than the diameter of the return spring 77.

  Further, a coil spring 92 is provided between the pin holder 74 and the cylinder head 40 to urge the pin holder 74 in a direction in which a shim 84 attached to the pin holder 74 is brought into contact with the protrusion 85 of the valve lifter 611. Yes. The coil spring 92 is attached so as to surround the valve stem 49 at a position where the outer periphery of the coil spring 92 avoids contact with the inner surface of the valve lifter 611, and the end of the coil spring 92 is connected to the bridging portion 74 b of the pin holder 74. A pair of protrusions 93 and 94 are integrally provided so as to be positioned in a direction orthogonal to the 49 axis.

  Both protrusions 93, 94 are integrally projected on the pin holder 74 with a protrusion amount equal to or less than the wire diameter of the coil spring 92, and are formed in an arc shape centering on the axis of the valve stem 49. Further, one of the protrusions 93 and 94 abuts against the end of the stopper pin 78 on the first intake valve 461 side to prevent the stopper pin 78 from moving to the first intake valve 461 side. A step portion 95 is formed.

  The cylinder head 40 is provided with a support hole 98 into which the valve lifter 611 is fitted to slidably support the valve lifter 611, and an annular recess 99 surrounding the valve lifter 611 is provided on the inner surface of the support hole 98. Yes. The annular recess 99 is connected to an operating oil pressure supply passage 103 formed in the cylinder head 40 so that operating oil is supplied. The valve lifter 611 is provided with a communication hole 100 and a release hole 101 that allow the annular recess 99 to communicate with the annular groove 79 of the pin holder 74. The communication hole 100 is provided at a position where the annular recess 99 and the annular groove 79 communicate with each other regardless of sliding within the support hole 98 of the valve lifter 611. When the valve lifter 611 moves to the uppermost position as shown in FIG. 6, the release hole 101 allows the annular recess 99 to pass into the valve lifter 611 below the pin holder 74, but the valve lifter 611 has the uppermost position as shown in FIG. 6. The valve lifter 611 is provided at a position where the communication with the annular recess 99 is interrupted as it moves downward from the position, and hydraulic oil is jetted into the valve lifter 611 from the release hole 101 as lubricating oil.

  The hydraulic oil supplied from the hydraulic pressure supply path 103 to the annular groove 79 of the pin holder 74 through the communication hole 100 and the release hole 101 is supplied to the hydraulic chamber 75 from one end of the sliding hole 80. The slide pin 76 is axially arranged so that the hydraulic pressure acting on one end side of the slide pin 76 by the hydraulic pressure of the hydraulic chamber 75 and the spring force acting on the other end side of the slide pin 76 by the return spring 77 are balanced. To slide. When the hydraulic pressure in the hydraulic chamber 75 is low, the stem end 49a of the valve stem 49 inserted through the insertion hole 81 moves to the right in FIG. 6 so as to be accommodated in the accommodation hole 87 and the extension hole 82. In an operating state in which the hydraulic pressure in the hydraulic chamber 75 becomes high, the accommodation hole 87 is shifted from the axis of the insertion hole 81 and the extension hole 82 so that the stem end 49a of the valve stem 49 contacts the contact surface 88 of the slide pin 76. Move to the left side of FIG.

  Here, the rotation of the slide pin 76 around the axis is prevented by the stopper pin 78. The stopper pin 78 passes through the slit 91 of the slide pin 76. That is, the stopper pin 78 passes through the slide pin 76 while being allowed to move in the axial direction of the slide pin 76 and is attached to the pin holder 74, and the stopper pin 78 contacts the inner end blocking portion of the slit 91. The contact end of the slide pin 76 toward the hydraulic chamber 75 is also restricted by the contact.

Further, a pause determination magnetic sensor 71 is attached to the annular recess 99 of the cylinder head 40 in hopes of the communication hole 100 of the valve lifter 611 and the opening 79b of the pin holder 76. The rest determination magnetic sensor 71 detects a distance ds from the stop determination magnetic sensor 71 through the communication hole 100 and the opening 79b to the wall 76a of the slide pin 76. And a sensor that detects a distance ds from a change in magnetic flux generated when the metal slide pin 76 moves. A cable 71a for outputting a detection result is connected to the magnetic sensor 71 for pause determination. The cable 71a passes through an insertion hole formed in the cylinder head 40 and is connected to an ECU 70 (see FIG. 10) described later.
Such a pause determination sensor is not limited to a magnetic sensor, but a sensor that detects a distance ds using light, a sensor that detects a distance ds from a change in capacitance, and a distance ds that is detected by ultrasonic waves. It may be a sensor.

  3 and FIG. 4, the first and second exhaust valves 471, 472,... Of each combustion chamber 42 are driven by an exhaust side valve operating device 68. As shown in FIG. The exhaust side valve operating device 68 is provided with first exhaust side valve operating cams 641 corresponding to the first exhaust valves 471... And second exhaust side valve operating cams 642 corresponding to the second exhaust valves 472. And a bottomed cylindrical valve lifter 661 that slides following the first exhaust side valve cams 641 and a second exhaust side valve cam 642. And a bottomed cylindrical valve lifter 662.

The camshaft 65 has an axis that is orthogonal to the axial extension of the valve stem 51 in the first and second exhaust valves 471, 472, and is similar to the camshaft 60 of the intake side valve operating device 58. 40 and a head cover 41 coupled to the cylinder head 40 are rotatably supported. The valve lifters 661 are slidably fitted to the cylinder head 40 in a direction coaxial with the axis of the valve stem 51 in the first exhaust valve 471, and the outer surface of the closed end of the valve lifters 661 is in the first exhaust side valve cam. 641...
The valve lifters 662 are slidably fitted to the cylinder head 40 in the same direction as the axis of the valve stems 51 in the second exhaust valves 472, and the outer surfaces of the closed ends of the valve lifters 662 are second exhaust. It is slidably contacted with the side valve cams 642.

  The stem end of the valve stem 51 of the second exhaust valve 472 is in contact with the inner surface of the closed end of the valve lifter 662 via the shim 67, and is always opened and closed by the second exhaust side valve cam 642. To do. Further, between the stem end 51a of the valve stem 51 of the first exhaust valve 471 and the valve lifter 661, it is possible to switch between the action and non-action of the pressing force in the valve opening direction from the valve lifter 661 to the first exhaust valve 471. Therefore, in a specific operating range of the engine E, for example, in a low load range such as a low speed operating range, the pressure is not applied and the first exhaust valve 471 is stopped regardless of the sliding operation of the valve lifter 661. A mechanism 69 is provided. The valve pausing mechanism 69 of the exhaust side valve operating device 68 is configured in the same manner as the valve pausing mechanism 63 (see FIG. 6) in the intake side valve operating device 58.

Here, in the # 3 cylinder, the valve deactivation mechanism 63 and the valve deactivation mechanism 69 having the same configuration as the above-described # 4 cylinder are opposite to the # 4 cylinder in the second exhaust valve 472 (corresponding to the second exhaust valve port 452). And a second intake valve 462 (corresponding to the second intake valve opening 442). Further, in the # 1 cylinder and the # 2 cylinder, the valve stop mechanism 63 and the valve stop mechanism 69 are provided in all the intake valves 461 and 462 and the exhaust valves 471 and 472, respectively.
Therefore, in the # 1 and # 2 cylinders, it is possible to perform cylinder deactivation in which all engine valves are deactivated. In the # 3 and # 4 cylinders, valve deactivation is performed to deactivate one engine valve on each of the intake and exhaust sides. (Always operating as a cylinder).

  As shown in FIG. 2, a cam chain case C is provided on the side wall of the cylinder head 40 on the # 4 cylinder side, and the cam shaft 60 of the intake side and exhaust side valve gears 58 and 68 is provided in the cam chain case C. , 106 for storing the cam chain (not shown). The hydraulic oil is supplied to the side walls of the cylinder head 40 on the opposite side of the cam chain case C to the valve deactivation mechanisms 63, 69, 69 (see FIGS. 3 and 4) of the intake side and exhaust side valve operating devices 58, 68. Connection ports PA, PB, PC for the hydraulic control valves 113A, 113B, 113C to be controlled are formed.

Here, the connection port PA extends in the cylinder head 40 between the center part in the front-rear direction of the cylinder head 40 and each intake valve port along the longitudinal direction to the position where the second intake valve opening 442 of the # 2 cylinder is arranged. And is connected to a hydraulic oil supply passage 103A that branches toward the second intake valve opening 442 of the # 2 cylinder and the second exhaust valve port 452 of the # 2 cylinder.
The connection port PB extends in the cylinder head 40 between the longitudinal center of the cylinder head 40 and each exhaust valve port in the longitudinal direction to the position where the first exhaust valve opening 451 of the # 1 cylinder is disposed. The # 1 cylinder is connected to the first exhaust valve opening 451 and the hydraulic oil supply path 103B that branches toward the # 1 cylinder first intake valve opening 441.

  The connection port PC extends in the cylinder head 40 along the longitudinal direction of the other side wall of the cylinder head 40 to the position where the first exhaust valve opening 451 of the # 4 cylinder is disposed. 451, the second exhaust valve port 452 of the # 3 cylinder, the first exhaust valve opening 451 of the # 2 cylinder, and the hydraulic oil supply path 103C that branches toward the second exhaust valve port 452 of the # 1 cylinder. . Corresponding to the hydraulic oil supply passage 103C, the hydraulic oil extends in the rear side wall of the cylinder head 40 along the longitudinal direction of the cylinder head 40 to the position where the first intake valve opening 441 of the # 4 cylinder is disposed. A supply path 103C ′ is formed, and the hydraulic oil supply path 103C and the hydraulic oil supply path 103C ′ are connected by a transverse path 103X. Then, the hydraulic oil supply path 103C ′ branches and the first intake valve opening 441 of the # 4 cylinder, the second intake valve opening 442 of the # 3 cylinder, the first intake valve opening 441 of the # 2 cylinder, and the first intake of the # 1 cylinder. 2 is connected to the intake valve opening 442.

  Therefore, in the cylinders located on the opposite side of the cam chain case C, that is, in the # 1 cylinder and the # 2 cylinder among the # 1 cylinder, the # 2 cylinder, and the # 3 cylinder, all the engine valves are the first intake valve 461 and the first intake valve 461. The two intake valves 462, the first exhaust valve 471, and the second exhaust valve 472 are configured to be able to pause.

  The hydraulic control valves 113A, 113B, and 113C apply the operating hydraulic pressure from the import IN to the connection ports PA, PB, and PC by turning on solenoids (not shown), and when the hydraulic control valves 113A, 113B, and 113C are turned off, To the drain port D, and these hydraulic control valves 113A, 113B, 113C, via the hydraulic oil supply path 103A, the hydraulic oil supply path 103B, and the hydraulic oil supply path 103C (103C '), The hydraulic oil is supplied to 63 and 69. In FIG. 4, IN indicates import, OUT indicates an out port, and D indicates a drain port.

  As shown in FIG. 10, hydraulic oil stored in the oil pan 120 is supplied to the hydraulic control valves 113A, 113B, and 113C. A main hydraulic passage 122 to which a pump 121 is attached is connected to the oil pan 120. On the discharge side of the pump 121, a branch passage 123 connected to the hydraulic control valves 113A, 113B, 113C branches from the main hydraulic passage 122. ing. Further, the drain ports D (see FIG. 4) of the hydraulic control valves 113A, 113B, 113C are connected to the drain passage 124 so that the hydraulic oil can be collected in the oil pan 120.

  The hydraulic control valves 113A, 113B, and 113C are controlled by an ECU (electronic control unit) 70 based on the grip opening degree, the engine speed Ne, the pause determination magnetic sensor 71, and the like. Further, the ECU 70 outputs a rotation command signal to the motors 21A and 21B that drive the throttle valve TH based on the opening signal of the throttle opening sensor 22. Further, the fuel injection amount at the injector 26 is adjusted based on a control signal from the ECU 70. As described above, the ECU 70 includes means for switching the hydraulic control valves 113A, 113B, 113C, means for controlling the throttle opening degree, and means for controlling the fuel injection amount.

Next, valve deactivation and cylinder deactivation performed under the control of the ECU 70 will be described focusing on the operations of the intake valves 461 and 462 and the exhaust valves 471 and 472 in which the valve deactivation mechanisms 63 and 69 are disposed.
As shown in FIG. 10, when the valve stop and the cylinder stop are not performed, the ECU 70 outputs a rotation command signal to each of the motors 21A and 21B based on the opening signal of the throttle opening sensor 22, and the throttle valve TH. Drive. Further, the fuel injection amount from the injector 26 is adjusted based on a control signal from the ECU 70. Here, the hydraulic oil is supplied from the hydraulic oil supply passage 103 to the hydraulic chamber 75 of the valve pause mechanism 63, the return spring 77 is retracted, and the slide pin 76 is located on the left side in FIG. In addition, the exhaust-side valve pause mechanism 69 as shown in FIG.

  Therefore, when the valve lifter 611 slides due to the pressing force acting from the intake side valve operating device 58, the pin holder 74 and the slide pin 76 move to the first intake valve 461 side accordingly, and accordingly the first intake valve 461 is moved. Then, a pressing force in the valve opening direction acts on the mixture of air and fuel, and is sucked into the combustion chamber 42 from the first intake valve opening 441 (intake process). The air-fuel mixture in the combustion chamber 42 is compressed by the piston 39 (see FIG. 4), and then ignited by a spark plug (not shown) to burn. Further, as shown in FIG. 3, when the valve lifter 661 slides due to the pressing force acting from the exhaust side valve operating device 68, the pin holder 74 and the slide pin 76 move to the exhaust valve 471 side accordingly. A pressing force in the valve opening direction acts on the exhaust valve 471 and the exhaust gas is discharged from the first exhaust valve opening 451 to the exhaust port 19 (exhaust process).

  Here, the processing of the ECU 70 when the predetermined condition is satisfied and the valve is deactivated or the cylinder is deactivated is as shown in the flowchart of FIG. First, the ECU 70 stops energization of the injector 26, stops the fuel supply, and cuts off the power supply to the spark plug (step S1). At this time, the throttle valve TH is closed by driving the motors 21A and 21B. Then, after confirming the end of the exhaust process by a crank angle sensor (not shown) or the like, a control signal is output to the hydraulic control valves 113A, 113B, 113C to discharge the hydraulic oil from the hydraulic chamber 75 (see FIG. 6), and the exhaust The valves 471 and 472 are deactivated (step S2). 6 is used for confirmation of the pause of the exhaust valves 471 and 472 (step S3). When the distance ds detected by the stop determination magnetic sensor 71 is a distance corresponding to a position where the accommodation hole 87 and the insertion hole 81 coincide with each other, the ECU 70 detects the exhaust valve 471 corresponding to the stop determination magnetic sensor 71. It is determined that 472 has been paused.

  After confirming that the exhaust valves 471 and 472 are stopped, a control signal is output to the hydraulic control valves 113A, 113B, and 113C, and the intake valves 461 and 462 are stopped (step S4). Confirmation of pause of the intake valves 461 and 462 (step S5) is performed based on the distance ds detected by the pause determination magnetic sensor 71 provided in the vicinity of the stem end 49a of each intake valve 461 and 462, as described above.

  With the control described above, the hydraulic oil is discharged from the drain passage 124 as shown in FIG. 12, and the slide pin 76 moves so as to reduce the hydraulic chamber 75 by the force of the return spring 77, and the accommodation hole 87 is the insertion hole of the pin holder 74. Matches 81. In this state, even if the intake side valve operating device 68 moves the valve lifter 611 to the first intake valve 461 side, the stem end 49a (see FIG. 6) of the valve stem 49 is only accommodated in the insertion hole 81 and the accommodation hole 87. Thus, no pressing force acts on the first intake valve 461, and the first intake valve opening 441 remains closed. Similarly, hydraulic oil is discharged from the exhaust-side valve resting mechanism 69 as shown in FIG. 3, the accommodation hole 87 coincides with the insertion hole 81 of the pin holder 74, and the first exhaust valve 471 has a pressing force. The first exhaust valve opening 451 remains closed without acting.

As a result, as shown in FIGS. 13 to 15, the cylinders # 1 to # 4 are deactivated or deactivated. In FIG. 13 to FIG. 15, hatched engine valves are at rest.
First, as shown in FIG. 13, when the engine E is idle or in a low load range, cylinder deactivation (all valve deactivation) is performed for the # 1 and # 2 cylinders, and valve deactivation is performed for the # 3 and # 4 cylinders. As shown in FIG. 14, when the engine E is in the low and medium load range, cylinder deactivation (all valve deactivation) is performed in the # 1 cylinder, and valve deactivation is performed in the # 2, # 3, and # 4 cylinders. As shown, the engine E is operated by performing valve deactivation in all cylinders from the # 1 cylinder to the # 4 cylinder in the middle load range. Here, as shown in FIG. 16, when the engine E is in a high load range, all the engine valves are operated without performing valve suspension in all cylinders from the # 1 cylinder to the # 4 cylinder.
Therefore, among the four cylinders arranged in series, # 4 cylinder, which is a cylinder on at least one end side, is a normally operating cylinder (a cylinder in which only some engine valves are deactivated), and at least # 1 cylinder which is a cylinder on the other end side Is a cylinder that can be deactivated (a cylinder that can deactivate all engine valves).

  The timing at which the engine E shifts to each load range can be determined based on the engine speed Ne and the grip opening. Therefore, smooth acceleration / deceleration can be performed by performing valve stop and cylinder stop stepwise from the idling or low load range to the high load range through the low / medium load range and the intermediate load range. If an electronically controlled throttle is employed for the throttle valve TH, the throttle valve TH corresponding to the deactivated cylinder is closed when the cylinder is deactivated, and the throttle valve TH is gradually opened when the valve deactivated is released. As a result, it is possible to minimize the shock when returning from cylinder deactivation and to perform smoother running.

Further, a case where the cylinders in the inactive state, the intake valves 461 and 462, and the exhaust valves 471 and 472 are returned and switched to the operating state will be described with reference mainly to FIG. 6, FIG. 12, and FIG.
First, a control signal is output to the hydraulic control valves 113A, 113B, 113C (see FIG. 2), hydraulic pressure is applied to the slide pin 76 to move it, and the first exhaust valve 471 is operated (step S11). In order to confirm the operation of the exhaust valves 471 and 472 (step S12), the suspension determination magnetic sensor 71 is used. When the distance ds detected by the stop determination magnetic sensor 71 is a distance corresponding to a position where the accommodation hole 87 and the insertion hole 81 do not coincide with each other, the ECU 70 detects the exhaust valve 471 corresponding to the stop determination magnetic sensor 71. , 472 are determined to have switched to the operating state.

  After confirming the operation of the exhaust valves 471, 472, a control signal is output from the ECU 70 to the hydraulic control valves 113A, 113B, 113C (see FIG. 2), and the intake valves 461, 472 are operated (step S13). Confirmation of the operation of the intake valves 461 and 462 (step S14) is performed based on the distance ds detected by the suspension determination magnetic sensor 71 as described above. Then, after confirming the operation of the intake valves 461 and 462, the injector 26 is operated, fuel supply is started, and a circuit is connected to supply power to the spark plug (step S15). At this time, the motors 21A and 21B are driven in accordance with the grip opening degree to open the throttle valve TH.

According to this embodiment, as shown in FIG. 6, since the cylinder sensor 40 in the vicinity of the valve lifter 611 of the first intake valve 461 is provided with the pause determination magnetic sensor 71, the first intake valve 461 and the valve lifter 611 can be moved at high speed. Even if it moves, the position of the magnetic sensor 71 for pause determination is stable, and the position of the slide pin 76 can be detected reliably. Therefore, it is possible to reliably detect the pause or operation of the first intake valve 461. Further, since the deactivation determination magnetic sensor 71 is provided in the cylinder head 40 in the vicinity of the valve lifter 611 of the first exhaust valve 471 as shown in FIG. 3, the deactivation determination is performed even if the first intake valve 471 and the valve lifter 611 move at high speed. The position of the magnetic sensor 71 for use is stable, and the position of the slide pin 76 can be reliably detected. Therefore, the pause or operation of the first exhaust valve 471 can be reliably detected. Further, even when the second intake valve 462 and the second exhaust valve 472 are stopped, the stop or operation can be reliably detected by the stop determination magnetic sensor 71. Therefore, in the engine E having a plurality of cylinders, it is possible to confirm the suspension or operation for each of the intake valves 461 and 462 that can be deactivated and for each of the exhaust valves 471 and 472 that can be deactivated. Can do.
Furthermore, since the magnetism generating material is embedded in the slide pin 76, the sensitivity of the magnetic sensor 71 for pause determination with respect to the movement of the slide pin 76 can be improved. Therefore, the detection accuracy of the position of the slide pin 76 is improved, and the detection accuracy of pause or operation of the first intake valve 461 and the like is improved.

  Further, all the valves are deactivated in the # 1 cylinder and the # 2 cylinder and the valves are deactivated in the # 3 cylinder and the # 4 cylinder according to the processing shown in the steps S1 to S5 in FIG. The fuel can be prevented from staying in the intake port 18 and the fuel can be used efficiently. Further, since no fuel remains in the combustion chamber 42 when all the valves are deactivated, fuel and exhaust gas do not flow back to the intake port 18. Furthermore, since exhaust gas does not remain in the combustion chamber 42, friction loss does not occur.

Since the idle cylinders, the idle intake valves 461 and 462, and the exhaust valves 471 and 472 are switched to the active state according to the processing shown in steps S11 to S15 in FIG. The fuel is not supplied before the 462 is operated, and the fuel can be used efficiently. Here, by confirming the operation of the intake valves 461, 462 and the exhaust valves 471, 472 by the deactivation determination magnetic sensor 71, the time until the resumption of fuel injection can be shortened. Can be restored smoothly.
Further, the number of cylinders can be controlled efficiently by controlling the stop of the intake valves 461 and 462 and the exhaust valves 471 and 472, the stop of fuel supply, and the ignition cut sequentially by the ECU 70 and repeating the operation and the stop of the cylinders. Therefore, fuel consumption can be improved.

The present invention is not limited to the above-described embodiment, and has been described by taking a motorcycle as an example. However, the present invention can also be applied to a four-wheeled vehicle. In this case, the accelerator pedal opening can be used instead of the grip opening. Further, the case where four cylinders are provided with four intake / exhaust valves in each cylinder has been described as an example, but the present invention can also be applied to an engine having one intake valve and one exhaust valve per cylinder.
Further, the slide pin 76 may be made of a magnetic material.
The valve pausing mechanism is an example, and a valve pausing mechanism of a type in which the valve pausing is performed using a rocker arm can be employed. In addition, all cylinders may be deactivated for all cylinders, or only a pair of intake valves and exhaust valves may be deactivated in the cylinders, and other valves may be normally operated. It can be adopted.

1 is a side view of a motorcycle according to an embodiment of the present invention. It is a top view in the embodiment of the present invention. It is sectional drawing which follows the 3-3 line of FIG. FIG. 4 is a cross-sectional view taken along line 4-4 of FIG. FIG. 5 is a cross-sectional view taken along line 5-5 in FIG. FIG. 4 is a partially enlarged sectional view of FIG. 3. It is the perspective view which looked at the pin holder from the upper part. It is the perspective view which looked at the pin holder from the lower part. It is a perspective view of a slide pin. It is a system diagram which shows a valve dormant state. It is a flowchart which shows the process of cylinder deactivation or valve deactivation. It is a system diagram which shows a valve operating state. It is explanatory drawing of cylinder number control in a low load area. It is explanatory drawing of the cylinder number control in a low middle load area | region. It is explanatory drawing of the cylinder number control in a medium load area. It is explanatory drawing of cylinder number control in a high load area. It is a flowchart which shows the process which switches from a dormant state to an operation state.

Explanation of symbols

40 Cylinder head 71 Pause judgment magnetic sensor (sensor)
76 Slide pin 461 First intake valve (intake valve)
471 First intake valve (exhaust valve)
611 Valve Lifter E Engine (Cylinder deactivation control engine)
S1 Step for stopping fuel supply S3 Step for confirming stop of exhaust valve S5 Step for confirming stop of intake valve S12 Step for confirming operation of exhaust valve S14 Step for confirming operation of intake valve S15 Step for operating fuel supply

Claims (5)

In the cylinder deactivation control engine that stops the operation of some of the plurality of cylinders according to the operating state,
A cylinder configured to sequentially perform a step of stopping fuel injection, a step of confirming stop of the exhaust valve, and a step of confirming stop of the intake valve when stopping the cylinder in operation Pause control engine. In the cylinder deactivation control engine that deactivates some of the plurality of cylinders according to the operation state,
Cylinder deactivation in which the step of confirming the operation of the exhaust valve, the step of confirming the operation of the intake valve, and the step of injecting fuel are sequentially performed when operating the cylinder during the deactivation. Control engine. In the cylinder deactivation control engine that deactivates some of the plurality of cylinders according to the operation state,
A cylinder deactivation control engine characterized in that a sensor is provided in a cylinder head in the vicinity of an intake valve and an exhaust valve to determine whether each cylinder is operated or deactivated.   4. The cylinder deactivation control engine according to claim 3, wherein a slide pin for suspending or activating operations of the intake valve and the exhaust valve is provided in a valve lifter, and the sensor detects a position of the slide pin. 4. The cylinder deactivation control engine according to claim 3, wherein a magnetic generation source is attached to a slide pin provided in a valve lifter in order to deactivate or operate the intake valve and the exhaust valve.

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