JPH08303269A - Cylinder deactivation control method and apparatus for internal combustion engine - Google Patents

Abstract

(57) [Abstract] [Purpose] A cylinder deactivation control method for an internal combustion engine in which the cylinder deactivation control for each engine of a two-seat engine is performed in synchronization, and the engines can be driven while maintaining the balance of the torque generated by both engines. And a device. In a multi-engine internal combustion engine for a ship, in which a plurality of internal combustion engines are mounted in parallel at the stern, each internal combustion engine has its own drive control means, and a combustion of a specific cylinder is performed in a predetermined operating state. Is a cylinder deactivation control method for stopping
The drive control means of each internal combustion engine are connected to each other by the communication means 404 to transmit and receive the information of the cylinder deactivated state, and the cylinder deactivated operation states of all the internal combustion engines are made to coincide with each other.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a marine internal combustion engine, and more particularly to a cylinder deactivation control of the marine internal combustion engine when two or more internal combustion engines are mounted.

[0002]

2. Description of the Related Art Two-engine internal combustion engine (engine) for ships
As shown in FIG. 11, two engines 406-1 and 406-2 are attached to the stern of a hull 405.
This provides sufficient propulsion on the sea,
Even if either one of the engines fails, it is possible to navigate and secure the return port.

When performing drive control of such a two-engine engine, each engine must be capable of operating independently, and therefore each engine has a drive control device. Each control device detects various operating states such as engine speed, throttle opening, accelerator position, so-called load such as intake pipe negative pressure, intake air temperature, exhaust gas oxygen concentration, shift position, etc., and based on this detection information. According to a predetermined control program, the optimum air-fuel ratio, fuel injection amount, injection timing, ignition timing, etc. at that time are calculated, and the engine is drive-controlled based on the calculated values. in this case,
The control program has a main routine in which a detection information reading routine and a plurality of calculation routines for calculating each control amount based on the read detection information are arranged in a predetermined sequence. Done.

Such a main routine includes an engine misfire control routine. This misfire control routine stops ignition of some cylinders in order to suppress combustion and reduce engine speed when the engine is overheated, over-revoked (over-rotated), or under other predetermined conditions. It is what makes me.

Further, in a multi-cylinder engine, cylinder deactivation control for stopping the combustion of some of the cylinders is performed in a predetermined operating state. In this cylinder deactivation control, the initial opening degree of the throttle valve (opening degree when fully closed) is set in advance to stop the combustion of some cylinders in the low rotation speed range or the low load range to reduce the number of combustion cylinders. Thus, the load on the combustion cylinder is increased to stabilize the combustion.

[0006]

However, in a two-engine engine, if the generated torques of the two engines do not match, the ship will not proceed straight due to the difference in propulsive force. That is, as shown in FIG. 12, if the generated torques of the two engines are equal, the hull 405 goes straight along the direction of the center line C as shown by the arrow A, but if the generated torques do not match, the arrow B shows. Thus, it advances diagonally with respect to the center line C. It is conceivable that such a discrepancy in the generated torques of the respective engines in the two-engine engine occurs due to the difference in the timing of starting and ending the cylinder deactivation when the cylinder deactivation control of each engine is independently performed.

The present invention has been made in view of the problems considered in the prior art described above. The cylinder deactivation control of each engine of a two-engined engine is performed in synchronization with each other to maintain the balance of torque generated by each engine. An object of the present invention is to provide a cylinder deactivation control method and apparatus for an internal combustion engine that can drive an engine.

[0008]

To achieve the above object, in the present invention, in a multi-machine internal combustion engine for a ship in which a plurality of internal combustion engines are mounted in parallel at the stern, each internal combustion engine has its own drive control means. And a cylinder deactivation control method for stopping the combustion of a specific cylinder when in a predetermined operating state, in which drive control means of each internal combustion engine are connected by communication means to transmit and receive information on a cylinder deactivation state. Then, a cylinder deactivation control method for a multi-machine internal combustion engine is provided, in which the cylinder deactivation operation states of all the internal combustion engines are matched.

In a preferred embodiment, the drive control means of each of the plurality of internal combustion engines determines whether or not the internal combustion engine is in a predetermined operating state in which a cylinder deactivation operation is to be performed according to a predetermined program. In the control method, the drive control means of each internal combustion engine is adapted to determine the cylinder deactivation operation by one predetermined drive control means of a predetermined internal combustion engine instead of determining the cylinder deactivation operation of the internal combustion engine. It has a feature.

In another preferred embodiment, the drive control means of each of the plurality of internal combustion engines determines, according to a predetermined program, whether the internal combustion engine is in a predetermined operating state in which the cylinder deactivation operation should be performed. In the cylinder deactivation control method, when the drive control means of at least one internal combustion engine determines that the cylinder deactivation operation is to be performed, all the internal combustion engines are simultaneously cylinder deactivated and the drive control means of all the internal combustion engines are The feature is that the cylinder deactivation operation is continued until it is determined that all cylinders should be in the operating state.

In still another preferred embodiment, the drive control means of each of the plurality of internal combustion engines determines, according to a predetermined program, whether the internal combustion engine is in a predetermined operating state in which the cylinder deactivating operation should be performed. When the drive control means of at least one internal combustion engine determines that all cylinders should be operated, all the internal combustion engines are operated in all cylinders, and the drive control means of all the internal combustion engines are The feature is that all cylinders are continuously operated until it is determined that all cylinders are in the deactivated operation state.

Further, according to the present invention, in a multi-engine internal combustion engine for a ship in which a plurality of internal combustion engines are mounted in parallel at the stern, each internal combustion engine has its own drive control means, and when it is in a predetermined operating state. A cylinder deactivation control device for stopping combustion in a specific cylinder, wherein each drive control means drives and controls an internal combustion engine based on a plurality of operating state detecting means and detection results of each operating state detecting means. And a communication means for connecting drive control means of each internal combustion engine with a program for performing cylinder deactivation control for stopping combustion of a specific cylinder in a predetermined operating state. Is provided to transmit and receive information on the cylinder deactivation state so that the cylinder deactivation operating states of all the internal combustion engines according to the program are made to coincide with each other. To provide.

[0013]

In a marine internal combustion engine having a structure in which two or more engines are arranged in parallel, the engines are connected to each other via a signal line or a communication means such as radio, and information on the cylinder deactivation control state of each engine is obtained. It is sent to the control means of another engine. As a result, the cylinder deactivation operation of each engine can be performed in synchronization, and the deterioration of the output balance due to the cylinder deactivation is prevented.

In one aspect of the present invention, a specific engine is defined in advance, and the other engines are controlled according to the cylinder deactivation state of this specific engine. For example, in the two-engine operation, the program is configured such that the cylinder deactivation determination is not performed for one specific engine and the other engine is always matched.

In another aspect of the present invention, the determination of the cylinder deactivation condition is made for each engine, and if any one of the engines is in the cylinder deactivation state, the other engine is forced to perform the cylinder deactivation operation. The cylinder deactivation operation is continued until all the engines are in the all cylinder operation state. That is, when at least one engine is in the cylinder deactivated state, the other engines perform the cylinder deactivated operation accordingly.

On the contrary, in another mode, if one of the engines is in the all-cylinder operating state, the other engines perform the all-cylinder operation in accordance with this, until all the engines are in the cylinder deactivated state. All cylinder operation is continued. That is, the cylinder deactivation operation is performed only when all the engines are in the cylinder deactivation state.

[0017]

Embodiments of the present invention will be described below with reference to the drawings. The cylinder deactivation control described above is particularly effective for a two-cycle engine. That is, in a two-cycle engine, the gas exchange action in the cylinder is deteriorated at the time of medium-low speed rotation or low load, so that fresh air is not sufficiently sucked in, combustion becomes irregular, and improper combustion may occur. As a result, the rotational stability in the middle and low speed range is deteriorated, vibrations peculiar to the two-cycle engine are generated, and particularly in the outboard motor, a swinging phenomenon occurs in which the engine horizontally vibrates. In addition, the exhaust gas in such illegal combustion contains fuel that is not burned and is exhausted as it is, resulting in unnecessary fuel consumption and reduced fuel efficiency. In order to improve such a point, the cylinder deactivation operation method is particularly effective in a two-cycle engine. However, the present invention is not limited to such a two-cycle engine, and is also effective in a case where two four-cycle engines are mounted and the cylinders are deactivated at a low speed to save fuel consumption or to achieve trolling at a low speed and at a constant speed. Applicable to

FIG. 1 is a drive control block diagram of a two-engine engine according to an embodiment of the present invention. The two engines each have a drive control system 410. Each control system has a detection means S for detecting a plurality of various operating states.
1. A sensor group 401 including S1, S2, ..., Sn, and an arithmetic processing unit (CPU) 4 for performing an arithmetic operation for controlling the ignition timing and the fuel injection amount based on the detection result from each detecting means.
03 and an actuator group 402 including engine driving means such as injectors and spark plugs of each cylinder. The CPUs 403 of the two engines are connected by a communication line (communication line) 404. Through this communication line, information regarding the cylinder deactivated operation state is transmitted to each other. Based on this transmission information, cylinder deactivation control of each engine is performed in synchronization as described later.

FIG. 2 shows details of a drive control system 410 including the sensor group 401 and the actuator group 402. This example represents one of the control systems of a 6-cylinder engine for a boat, which is mounted on two vehicles.

Six cylinder detecting means # 1 to # 6 are arranged around the crankshaft and generate a trigger signal for executing an event interrupt (TDC interrupt) for each cylinder executed in the main routine. This is configured so that, for example, a signal is emitted at the moment when the piston of each cylinder is located at the top dead center or before this by a predetermined angle (crank angle). Therefore, in this embodiment, 60 times during one rotation of the crankshaft.
One cylinder detection signal (TDC signal) for each cylinder #
The data are sequentially sent to the arithmetic processing unit from 1 to # 6. In this event interruption flow, ignition and fuel injection are performed based on the control calculation result for each cylinder determined during the main routine.

The crank angle detecting means emits an angle pulse which serves as a base for ignition timing control, and emits a pulse signal corresponding to the number of teeth of the ring gear engaged with the crankshaft. For example, 4 in 1 rotation corresponding to 112 gear teeth
If it is configured to emit 48 pulses, the crankshaft rotates 0.8 degrees for each pulse.

The throttle opening detection means emits an analog voltage signal according to the opening of a throttle valve provided in the intake manifold. The arithmetic processing unit converts this analog signal into an A / D signal.
Conversion is performed and arithmetic processing such as map reading is performed.

The following trim angle detecting means to intake air temperature detecting means are for correcting the control amount according to the change in the environment with respect to the operating condition of the engine. The trim angle detection means detects the mounting angle of the outboard motor. The E / G temperature detecting means attaches a temperature sensor to the cylinder block of each cylinder (or a specific reference cylinder) to detect the temperature of that cylinder.
The atmospheric pressure detecting means is provided at an appropriate position in the cowling. The intake air temperature detecting means is provided at an appropriate position on the intake passage. The atmospheric pressure and the intake air temperature directly affect the volume of air, and the arithmetic processing unit performs a correction operation for the control amount such as the air-fuel ratio according to the detected values of the atmospheric pressure and the intake air temperature.

The burnt gas detecting means is an oxygen concentration sensor (O2 sensor). Feedback control of the fuel injection amount and the like is performed according to the detected oxygen concentration.

The knock detection means is for detecting abnormal combustion in each cylinder, and when knocking occurs, ignition is shifted to the retard side or fuel is set to the rich side to eliminate knocking, Prevent damage from occurring.

The oil level detecting means is provided with level sensors in both the sub tank in the cowling and the main tank in the ship.

The thermoswitch is composed of a sensor having a high responsiveness such as a bimetal type temperature sensor, etc., and detects an increase in engine temperature due to an abnormality in the cooling system or the like and performs misfire control for preventing seizure. The engine temperature detecting means described above is provided in the cylinder block and is used for correcting the control amount of the fuel injection. However, this thermoswitch is required to have a quick response in order to immediately cope with the temperature rise of the engine. .

The shift cut switch is for detecting the tension of the shift cable for switching the clutch and facilitating the switching of the dog clutch directly connected to the propeller.

The DES detecting means detects DES, which is a signal for notifying another engine of a misfire operation state due to an abnormality. That is, when the engine of one outboard motor is performing misfire control due to lack of oil, temperature rise, etc., the engine is one equipped with two outboard motors in parallel at the stern. DES is output from the DES output means, and is for detecting the DES and detecting the misfire operation state. This DES
By detecting the above, the other engine is similarly subjected to misfire control so that the operating states of both engines are the same and the traveling balance is maintained.

The battery voltage detecting means detects the battery voltage and corrects and controls the injection amount based on this voltage because the opening / closing speed of the valve changes and the discharge amount changes due to the change of the driving power supply voltage of the injector. Used for.

The starter switch detecting means is for detecting whether or not the engine is in the starting operation. If the engine is in the starting state, the fuel is made rich and the control for the starting operation is performed.

The two types of E / G stop switch detection means are an engine stop operation switch and a water fall detection switch. Of these, the water fall detection switch detects an emergency state such as a water fall accident. Control to stop immediately. These two types of E / G stop switch detecting means are shown as one E / G stop switch detecting means for convenience in the drawing.

Based on the input signals from the respective detecting means as described above, each control amount is calculated in the arithmetic processing unit, and the fuel injection means # 1 on the output side (right side in FIG. 2) is calculated based on the calculation result. To # 6, ignition means # 1 to # 6, a fuel pump and an oil pump are drive-controlled. It should be noted that the fuel injection means and the ignition means are an injector and an ignition plug, respectively, and each cylinder is independently controlled in order.

In order to execute the calculation in such an arithmetic processing unit, as shown in the figure, the arithmetic processing unit has a non-volatile memory including a ROM storing a control program, a map and the like and each detection signal and this. A volatile memory such as a RAM for storing temporary data for calculation based on

FIG. 3 shows a detailed structure of mutual communication information transmission of a two-engine engine according to the present invention. Each engine separately has an engine control device 407 including the arithmetic processing unit (CPU) 403 described above, and both control devices are connected by a communication line 404 via each connector 408. The communication line 404 is a cylinder deactivation state signal line L1.
It is possible to grasp the driving state of the other party by including the two-machine driving signal line L2 and the DES signal line L3 by mutually communicating each information. As a result, the CPU 403 of each engine control device 407 detects the state of port C by detecting the state of port C when performing cylinder deactivation control, and then determines whether the DES signal is normal. The state is detected by detecting the state, and further, the state of the port A is used to determine whether the engine on the other side is in the cylinder deactivated state. By performing the cylinder deactivation operation based on such a determination, the cylinder deactivation operation of each engine of the two-engine can be synchronized with each other as in each of the embodiments described later, and the propulsion of the two engines can be performed. It is possible to maintain a balance of power and achieve stable straight-ahead navigation.

FIG. 4 and FIG. 5 are flowcharts of the overall control for each engine of the two-engine engine according to the embodiment of the present invention. This flow chart is
It is a flow of a main routine showing a sequence program of the entire control process incorporated in the CPU of the control device (arithmetic processing device) of each engine.

When the main switch is turned on and the power is turned on to start the engine operation, each processing circuit in the control processing device is initialized after a predetermined reset time (step S11).

Next, at step S12, the operating state is judged and the result is held in the memory.

Here, the main switch is ON, 0FF
It is determined whether or not the engine is in a starting state based on the information, the ON / OFF information of the starter SW read by using the starter SW detection means of FIG. 2, and the engine speed information calculated from the crank angle pulse train read by the crank angle detection means. Start determination, throttle opening information read from the throttle opening detection means, engine speed information, DES information which is the operating state information of the other outboard motor read by the DES detection means, or overheat, oil shortage, etc. described below. Cylinder deactivation judgment as to whether a specific cylinder should be deactivated based on abnormal state information or rapid acceleration / deceleration information calculated from changes in throttle opening information over time, mainly based on throttle opening information and engine speed information Whether to perform feedback control of the Determination of whether to learn storing control data for certain control conditions, or the over levo determine if it is in excess rotation based on the engine rotational speed information,
Overheat determination based on the throttle opening information, the engine speed information, and the temperature information by the engine (E / G) temperature detecting means or a thermo SW which is a more specific means, overheat determination, throttle opening information, engine Based on the rotational speed information and the residual oil amount information obtained by the oil level detecting means, it is determined whether or not the residual oil amount is small. In the case of an excessive rotation state, an overheat state and a state where the residual oil amount is small, misfire control is performed as described below. Further, in step S12, throttle information, crank angle information, O2
Based on sensor information or pulsar information from a pulsar coil, which is a type of crank angle detection means, a failure judgment is made as to whether or not these pieces of information are missing or abnormal. It is judged whether it is in a two-machine operating state in which the engine is also operating, and whether the other outboard motor is in a cylinder deactivated operation state based on the cylinder deactivated state signal, and DES Signal to notify) that the other outboard motor is in the misfire control state for abnormality, and the two-engine operating state determination consists of three determinations. From the above time change of the throttle opening information to the rapid acceleration / deceleration state. Whether or not there is a sudden acceleration / deceleration judgment, whether the shift cut state is based on ON / OFF information of the shift cut SW that operates during the shift operation from the high speed rotation state Futokatto determination is made.

Such a determination is made based on various information such as the detection information from the sensor read in the previous routine and the calculation result.

Next, in step S13, it is determined whether or not the routine work of loop 1 is performed. YE
If it is S, the process proceeds to step S14 and the switch information is read. Here, information from the E / G stop switch detecting means, the main switch, the starter switch detecting means, and the thermo SW is read. Then, in step S15, the information from the knock sensor (knock detection means) and the throttle sensor (throttle opening detection means) is read. After the information reading by the loop 1 is completed, the process proceeds to step S16, and it is determined whether or not the routine work of the loop 2 is performed.

The arithmetic processing unit sets the processing flag 1 of the loop 1 to 1 at 4 ms intervals by hardware or software, and sets the processing flag 2 of the loop 2 to 1 at 8 ms intervals.

FIG. 6 shows such loop 1 and loop 2
4 is a flowchart of a timer interrupt for executing the. Such a timer is set in the initialization step S11. While the routines of the loops 1 and 2 are being executed, the flag is set and the timer for the next routine is set.

Returning to FIG. 4, in step S13, flag 1 is checked, and if it is 1, step S14 and step S15 are executed. Note that the flag 1 is cleared and becomes 0 at the same time when the process proceeds to step S14. When it is confirmed that the flag 1 is 0 in step S13, the process proceeds to step S16, and it is checked whether the flag 2 is 1. If the flag 2 is 1, the process proceeds to step S17 and the flag 2 is cleared to 0 at the same time. If the flag 2 is 0 in step S16, the process returns to step S12.

In step S17, the oil level is detected, and the shift cut switch that is activated when the tension becomes large when the shift operation is performed from the high rotation state is turned on and off.
The state is detected, and the two-engine running signal, the cylinder deactivation state signal, and the DES signal are detected. Further, in step S18, atmospheric pressure information, intake air temperature information, trim angle information, engine temperature information, battery voltage information, and knocking information from the knock sensor are atmospheric pressure detection means, intake air temperature detection means, trim angle detection means, E / G
It is read by the (engine) temperature detecting means, the battery voltage detecting means, and the knock detecting means.

Next, in step S19, misfire control is performed. This is because, in the operation state determination in step S12 described above, the engine is in an abnormal state such as over-rotation, overheat at a predetermined throttle opening and engine speed, oil empty, or the other engine is in an abnormal state from the read information. The fuel control is performed so that the misfire of a specific cylinder is performed when the determination result that there is is present. Further, in the cylinder-by-cylinder correction in step S24 described below, misfire fuel control is output to output to the memory that the misfire control state is in order to halve the fuel injection amount of the cylinder in which the misfire occurs. Next, the fuel pump and the oil pump are drive-controlled based on the determination whether the engine is rotating and the information from the oil tank level sensor (step S20). For fuel, it drives the fuel pump when the engine is rotating, stops the fuel pump when the engine is stopped, and for oil, drives the pump when the amount of oil in the oil tank is low. The oil consumption is reduced by either replenishing the oil from the oil tank or reducing the engine speed.

Next, in step S21, the cylinder deactivation determination result is determined. This is a determination step for selecting a map for arithmetic processing when it is determined in the above-described operating state determination step S12 that the cylinder deactivation operation is performed in the predetermined low load and low rotation state. If it is not the cylinder deactivation operation, the basic operation map of the normal all cylinder operation is used to perform the basic calculation of the ignition timing and the injection time and the correction calculation for each cylinder (step S22). It is also determined whether or not the engine is in the misfire control state, and when in the misfire control state, the injection time is supplied to the misfire cylinder so as to supply the same amount of fuel as the fuel injection amount to the other ignition cylinders or a fuel reduced by a predetermined ratio. Is set. As a result, the fuel is supplied even in the misfire control from the time when the throttle opening and the engine speed are equal to or higher than a predetermined value, so that the piston and the like can be cooled by the heat of vaporization and damage can be prevented. In the cylinder deactivated operation state, the ignition timing and the injection time are calculated and the correction calculation for each cylinder is performed using the cylinder deactivation map for the cylinder deactivated operation in which a specific cylinder is deactivated (step S24).

Next, in step S23 of FIG. 5, the basic ignition timing and the correction value for the fuel injection are calculated according to the operating conditions such as the atmospheric pressure and the trim angle. Subsequently, in step S25, a correction value associated with the feedback control of the oxygen concentration is calculated. At this time, the learning determination of the calculation information and the activation determination of the O2 sensor are performed. further,
In step S26, a correction value for the control amount is calculated based on the detection signal from the knock sensor to prevent engine seizure and the like.

Next, in step S27, a correction value is added to the basic ignition timing and the fuel injection control amount to calculate the optimum ignition timing, injection time and injection timing. After that, in step S290, calculation of the engine pre-stop control is performed. This is a control for stopping the ignition and continuing the fuel injection for a predetermined time in consideration of restart when the engine is determined to be in the stopped state by turning off the main switch or the engine stop switch in step S12. It is a routine. With the above, the routine of the loop 2 is ended, and the process returns to the original operation state determination step S12.

FIG. 7 is a flow chart of a cylinder deactivation determination routine in which one of a plurality of engines is designated as a specific engine and various conditions for determining whether or not the cylinder deactivation operation is performed in this embodiment are determined by this engine. The cylinder deactivation determination routine is a detailed flowchart of the cylinder deactivation determination performed during the operation state determination step S12 in the main routine (FIG. 4) described above.

First, it is determined whether the throttle opening is within a predetermined middle opening or low opening (step S40).
1). This is to determine by reading the opening information of the throttle sensor recorded in the sensor information reading step S15 of the main routine. This predetermined range is a range of medium to low speed where there is a high possibility that the engine will cause irregular combustion. If it is not within such a range, normal all cylinder operation is performed. Next, it is judged whether or not the engine speed is within a range of a predetermined medium to low speed (for example, 2000 rpm) (step S402), and if it is out of the range, all cylinder operation is performed. The engine speed is calculated based on the TDC signal (engine speed signal detected for each predetermined crank angle) from each cylinder and read by reading the data recorded in the memory. Next, it is determined whether or not the vehicle is in rapid acceleration or deceleration (step S403). The judgment of such rapid acceleration / deceleration is
For example, the acceleration or deceleration state is determined by detecting a change in the opening of the throttle sensor, a change in the number of revolutions, a change in the accelerator opening, or the like. During rapid acceleration with a large rate of change, all cylinder operation is performed to improve responsiveness. In addition, all cylinders are operated to prevent engine stall even during rapid deceleration. Next, it is determined whether or not the operating state is at the time of starting or after starting (before warming up) (step S40).
4). This is the read data of the operation of the starter switch (the switch information reading step S of the main routine).
14) is read out for discrimination. In such a starting state, normal operation is performed with all cylinders in order to increase the number of explosions and achieve a quick start. next,
It is determined whether or not the warm-up operation is being performed (step S40).
5). This is determined by whether the engine temperature is equal to or higher than a predetermined value, or whether a predetermined time has elapsed after the start. During warm-up operation, all cylinders are operated without cylinder deactivation in order to quickly raise the engine temperature.

Subsequently, it is determined whether the misfire control is being performed (steps S406 to S407), and it is further determined whether the two-engine operation is in progress (step S408). DE, whether or not misfire control is performed due to engine abnormality
It is determined based on the S signal (step S409).

The misfire control conditions are (a) overheat condition, (b) over-revoked condition, (c) oil empty condition, and (d) when one engine is in two-engine operation, one of the above (a) to (c) This is the case where one of the states is detected and the DES is detected. The misfire control in the overheat state of (a) is, for example, when the engine overheat is detected by the bimetal switch provided in the cylinder head, the rotation speed is set to, for example, 2 in order to suppress the combustion and lower the temperature.
The ignition of a specific cylinder is stopped for the purpose of suppressing it to 000 rpm or less. The over-revoked state (b) is a case where the engine speed is a high speed of, for example, 6000 rpm or more, and in this case as well, the misfire of a specific cylinder is performed in order to suppress the rotation. The oil empty state (c) is a state in which the rotational speed is reduced in order to suppress the oil consumption when the oil level in the oil tank in the cowling is reduced by the oil level switch. In addition, when another oil tank with a large capacity is placed in the ship and the oil in the oil tank in the cowling runs low, when oil is automatically replenished, not only the oil tank in the cowling but also the oil tank in the ship When the amount of oil decreases below a predetermined value, it is called an oil empty state. Even in the case of such an oil empty, the specific cylinder is misfired and the number of revolutions is suppressed to, for example, 2000 rpm or less, so that oil consumption is suppressed, and particularly in the case of an outboard motor, a small amount of oil is used to reliably return to port. Also, when operating with two outboard motors, one of the engines is the above (a).
When it is detected that any one of (c) to (c) should be misfired, this state is detected by the DES detection means (see FIG. 12) and a detection signal is sent to the arithmetic processing unit. In such a case, the other engine similarly performs misfire control to balance the operation of both engines. Therefore, when an abnormality of one engine is detected by the DES signal and misfire control is performed (step S4)
If the cylinder deactivation operation is further performed, the misfiring control misfiring cylinders and the deactivation control deactivating cylinders become inconsistent, which causes abnormal output reduction and control errors. The cylinder deactivation operation is not performed, but the all-cylinder operation control is set to perform the normal all-cylinder operation control, so that the corresponding flag is set to 1 or the identification data is stored in the memory (step S500). However, the all-cylinder operation control referred to here means that the control amount is calculated for all cylinders. Actually, ignition and fuel injection are performed for all cylinders based on the calculated control amount, and combustion is performed for all cylinders. Both the all-cylinder operation to be caused and the control amount calculation are executed for all the cylinders, and both the misfire control operation for causing the predetermined cylinder to misfire as the predetermined abnormality response are included.

On the other hand, if NO in step S408 or YES in step S409, the corresponding flag is set to 0 in order to set the cylinder deactivation operation in order to perform the cylinder deactivation operation.
Or the identification data is stored in the memory (step S50).
1).

It should be noted that in the flow chart, the misfire control condition is not judged by over-revolution, but this is because the idle cylinder control in the low revolution range is not performed at a high rotational speed that causes over-revolution. Is. That is, the over-revolution state is naturally excluded from the condition of the engine speed range of step S402.

The above is the control flow of the cylinder deactivation operation in the main routine executed for each engine of the two-engine engine. According to the present invention, control devices for respective engines such as a two- or three-engine engine are connected to each other by a communication line, information about a cylinder deactivated operation state is mutually transmitted and received between the engines, and a cylinder deactivated operation of another engine is performed. The cylinder deactivation control is performed in synchronization with each other based on the state.
A specific engine other than the specific engine having the flowchart of the cylinder deactivation determination routine of FIG. 10 is provided with the flowchart of the cylinder deactivation determination routine of any one of FIGS. The configuration according to claim 1 can be realized.

FIG. 8 shows a second example of the flow of judgment for carrying out such cylinder deactivation control. In this example, the cylinder deactivation control of all the engines is configured so that the program is adjusted so as to match the cylinder deactivation state of a predetermined specific engine. That is, whether or not to perform the cylinder deactivation operation is determined only for the specific engine, and the other engines perform the cylinder deactivation operation in accordance with the determination of the specific engine, so that all the engines are synchronized and the cylinder deactivation control is performed. .

First, it is determined whether or not the engine is operating at the time of starting or after starting (before warming up) (step S621). This is the same as step S404 in FIG. 7, and the read data of the operation of the starter switch (switch information reading step S14 of the main routine) is read and determined. In such a starting state (in the case of YES), the control amount is calculated by the all-cylinder operation map calculation in order to increase the number of explosions and achieve a quick start,
Since normal operation is performed with all cylinders, the corresponding flag is set to 1 or identification data is stored in the memory in order to set all cylinder operation control (step S630). In the case of NO, it is next determined whether or not the warm-up operation is being performed (step S622).
This is the same as step S405 in FIG. 7, and it is determined whether the engine temperature is equal to or higher than a predetermined value or whether a predetermined time has elapsed after starting. During warm-up operation, all cylinders are operated without cylinder deactivation in order to quickly raise the engine temperature. Next, it is determined whether or not misfire control by oil empty is being performed (step S623). This is the same as step S406 in FIG. As described above, the oil empty state is a state in which it is detected by the oil level switch that the amount of oil in the oil tank in the cowling has decreased, and in this case, in order to suppress oil consumption, the specific cylinder is selected. It causes a misfire and reduces the rotation speed. In the case of such an oil empty, the specific cylinder is misfired and the rotational speed is set to, for example, 2000 rp.
By keeping the m or less, consumption of oil is suppressed,
Especially in the case of outboard motors, it is possible to reliably return to port with less oil.

Next, it is determined whether or not misfire control due to overheating is being performed (step S624). This is the same as step S407 in FIG. As described above, this misfire control in the overheated state is intended to suppress the rotation speed to, for example, 2000 rpm or less in order to suppress combustion and reduce the temperature when engine overheating is detected by a bimetal switch provided in the cylinder head, for example. Then, the ignition of a specific cylinder is stopped.

Next, it is determined whether or not the engine is in a two-wheeled operation (step S625). If two engines are being mounted, the cylinder deactivation control condition is not judged for this engine (steps S627, 628, 629, which will be described later), and it is judged whether the DES signal is normal (step S
633), if normal, it is determined whether or not a predetermined specific engine is in cylinder deactivation (step S626). If the specific engine is in cylinder deactivation, the corresponding flag is set to 0 or the identification data is stored in the memory to set cylinder deactivation in order to perform cylinder deactivation control by the cylinder deactivation map calculation (step S631). On the other hand, when the specific engine is operating in all cylinders, this engine is also set to perform normal all cylinder operation by the all cylinder operation map calculation in accordance with the specific engine (step S630).

Regarding the two-engine engine, one engine is defined as a specific engine, and for this specific engine, cylinder deactivation control is performed according to the routine of FIG. 7, and for the other engine, cylinder deactivation control is performed according to the routine of FIG. Configure to do. The specific engine that makes the cylinder deactivation determination in FIG. 7 detects an abnormal operating state peculiar to the engine to enable misfire control, and always makes a determination regarding the throttle opening, the engine speed, and the rapid acceleration / deceleration. On the other hand, in the other engines that perform cylinder deactivation determination in FIG. 8, misfire control is enabled by detecting an abnormal operating state peculiar to the engine, and two determinations are made regarding throttle opening, engine speed, and sudden acceleration / deceleration. Since it is carried out after the judgment as to whether or not it is being hung, the judgment is omitted if two aircraft are being hung. In that engine, it is possible to reduce the capacity of the control device and reduce the cost. In this case, the flow chart of FIG. 8 is modified so that when NO is determined in step S625, step S631 is immediately executed, and steps S627-
S629 may be eliminated. In the engine provided with the flowcharts of FIGS. 7 and 8, when the engine having FIG. 7 enters the cylinder deactivation operation or when the cylinder deactivation operation state returns to the all cylinder operation state, the flow chart of FIG. Since the engines possessed also change to the same operating state in synchronism, it is possible to maintain the balance of the generated torque of each engine.

The cylinder deactivation determination shown in FIG. 8 may be performed for all the engines. In this case, when one of the engines enters the cylinder deactivation operation, or when the cylinder deactivation operation state returns to the all-cylinder operation state, the other engine always changes to the same operation state in synchronization. It is possible to maintain the balance of the generated torque. According to this configuration, even if an abnormality occurs in the throttle opening information or engine speed information of any one engine and the information becomes 0, the cylinder deactivation operation can be performed by receiving the information of the other engines.

FIG. 9 shows a third cylinder deactivation control according to the present invention.
It is a flowchart showing an example of. In this example,
Cylinder deactivation conditions are determined for each engine, and if any one of the engines is in a cylinder deactivated state, the other engine is also forced to perform a cylinder deactivated operation until all engines are in the all cylinder operating state. The program is configured to continue cylinder deactivation. That is, when at least one engine is in the cylinder deactivated state, the other engines perform the cylinder deactivated operation accordingly. Therefore, in the flow of FIG. 9, in the two-engine engine, the cylinder deactivation operation condition of each engine is determined, and if the condition is satisfied, the cylinder deactivation operation is performed by the cylinder deactivation map calculation (step S631), and in the step S632. The cylinder deactivated state of the other engine is determined, and if the other engine is in the cylinder deactivated operation, the cylinder deactivated operation is performed accordingly. Each determination step S621 to S6
24 and the contents of S627 to S629 are the same as those described with reference to FIG.

Unlike the routine of FIG. 7, the flow determining step of the third example of FIG. 9 has a step of determining that the cylinder of another engine is inactive. And the steps are
When the cylinder itself is not in the cylinder deactivated state, the process proceeds to that step. Therefore, even when the cylinder itself is in the fully open operation state, when another cylinder enters the cylinder deactivated operation, the cylinder is immediately deactivated. However, when all the engines including themselves are in the cylinder deactivated state, that is, the throttle opening and the engine speed are within the respective predetermined ranges and are not in rapid acceleration / deceleration, and the other engines are in the full open operation state. Although the cylinder itself remains in the deactivated state, the throttle opening and the engine speed are substantially synchronized between the engines, and therefore in actuality, the throttle valve and the engine rotational speed are also in the fully open operation state in synchronization. Therefore, the engine with the flow of FIG.
It changes following the change from the fully open operation state of other engines to the cylinder deactivated operation state, and vice versa, so when a ship carries these engines and sails, there is no problem such as meandering of the ship. .

FIG. 10 is a flow chart showing a fourth example of the cylinder deactivation control according to the present invention. In this example, the flow determining step of the fourth example of FIG. 10 is similar to the routine of FIG. 9 except that the throttle opening and the engine speed are each within a predetermined range and the acceleration / deceleration is not being performed. After confirming the above, it has a step of judging whether the cylinders of other engines are in a deactivated state through a two-machine judgment and a DES signal judgment. As a result, the operating states of the other engines can be prioritized, and in synchronization therewith, the switching between the all cylinder operating state and the cylinder deactivated state can be performed. Of course, when switching from the all-cylinder operating state to the cylinder deactivated state prior to other engines, it is possible that the cylinder deactivated state switches to the all-cylinder deactivated state, but the throttle opening and the engine speed vary between engines. Since they are almost synchronized with each other, even in this case, the other engines are in the cylinder deactivated state in synchronization with each other in actuality. Further, even in this case, if the other engine has the determination steps of the flows of FIGS. 8 to 10, they can be surely synchronized. In the flow of FIG. 10, each determination step S621
-S624 and S627-S629 are shown in FIG.
Is the same as the explanation.

As can be seen from the above, in the flows of FIGS. 8 to 10, all combinations of operating states (all the same, some of the same and the rest different, or all different) can be operated in all cylinders. And the switching between cylinder deactivation states can be synchronized. Further, if at least one engine has the flow of FIG. 7 and the other engine has any combination of the flows of FIGS. 8 to 10, it is synchronized with the change of the engine having the flow of FIG. As a result, the switching between the all cylinder operating state and the cylinder deactivated state can be synchronized. Therefore, when a ship carries an engine with these flows and sails, problems such as meandering of the ship do not occur.

[0067]

As described above, according to the present invention, in a two-engine engine of an outboard motor, both engines are connected by a communication line and information on the cylinder deactivated operation state is mutually transmitted and received. The cylinder deactivation control of each engine can be performed in synchronization, and the engine drive control can be performed by matching the timing of entering and deactivating the cylinder deactivation. Therefore, the propulsive forces of the two engines are always stable and balanced, and reliable straight-ahead navigation is achieved.

[Brief description of drawings]

FIG. 1 is a configuration diagram of a control mechanism for a two-engine engine according to an embodiment of the present invention.

FIG. 2 is a control system configuration diagram of each engine of a two-engine engine.

FIG. 3 is a detailed explanatory diagram of a communication line between engines according to the present invention.

FIG. 4 is a part of a flowchart of a main routine for performing engine control of the present invention.

5 is the rest of the main routine of FIG.

6 is a flowchart of a timer interrupt routine of the main routine of FIG.

FIG. 7 is a flowchart of a cylinder deactivation control routine.

FIG. 8 is a flowchart of a first cylinder deactivation method according to the embodiment of the present invention.

FIG. 9 is a flowchart of a second cylinder deactivating method according to the embodiment of the present invention.

FIG. 10 is a flowchart of a third cylinder deactivating method according to the embodiment of the present invention.

FIG. 11 is an external view of a two-engine outboard motor to which the present invention is applied.

FIG. 12 is a diagram for explaining the balance of propulsive forces of the respective engines of the two-engine outboard motor.

[Explanation of symbols]

 404: Communication line 405: Hull 406-1, 406-2: Engine 407: Engine control device

Continuation of front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location F02D 45/00 301 F02D 45/00 301D

Claims (5)

[Claims] 1. A multi-machine internal-combustion engine for a ship, wherein a plurality of internal-combustion engines are mounted in parallel at the stern, each internal-combustion engine having its own drive control means, and in a predetermined operating state, a specific cylinder. A method of controlling cylinder deactivation for stopping combustion of the internal combustion engine, wherein drive control means of each internal combustion engine are connected by communication means to transmit and receive information on a cylinder deactivation state so that the cylinder deactivation operation states of all the internal combustion engines match. And a cylinder deactivation control method for a multiple-engine internal combustion engine. 2. A cylinder deactivation control method, wherein each drive control means of a plurality of internal combustion engines determines, according to a predetermined program, whether or not the internal combustion engine is in a predetermined operating state in which a cylinder deactivation operation should be performed. The drive control means of each internal combustion engine is adapted to determine the cylinder deactivation operation by one predetermined predetermined drive control means of the internal combustion engine, instead of the determination of the cylinder deactivation operation of the internal combustion engine. 2. A cylinder deactivation control method for a multi-engine internal combustion engine according to 1. 3. A cylinder deactivation control method, wherein each drive control means of a plurality of internal combustion engines determines, according to a predetermined program, whether or not the internal combustion engine is in a predetermined operating state in which a cylinder deactivation operation should be performed. When the drive control means of at least one internal combustion engine determines that the cylinder deactivation operation should be performed, all the internal combustion engines are simultaneously operated in the cylinder deactivation operation, and all the drive control means of all the internal combustion engines are set to the all cylinder operation state. 2. The cylinder deactivation control method for a multi-machine internal combustion engine according to claim 1, wherein the cylinder deactivation operation is continued until the power decision is made. 4. A cylinder deactivation control method, wherein each drive control means of a plurality of internal combustion engines determines whether or not the internal combustion engine is in a predetermined operating state in which a cylinder deactivation operation should be performed according to a predetermined program. If the drive control means of at least one internal combustion engine determines that all cylinders should be operated, all the internal combustion engines should be operated in all cylinders, and all the drive control means of all internal combustion engines should be in the cylinder deactivated operation state. The all-cylinder operation is continued until the determination is made.
2. A cylinder deactivation control method for a multi-engine internal combustion engine according to claim 1. 5. A multiple-machine internal combustion engine for a ship, wherein a plurality of internal-combustion engines are mounted in parallel at the stern, each internal-combustion engine having its own drive control means, and when it is in a predetermined operating state, A cylinder deactivation control device for stopping combustion of a cylinder, wherein each drive control means includes a plurality of operating state detecting means, and an arithmetic circuit for drive-controlling an internal combustion engine based on a detection result of each operating state detecting means. This arithmetic circuit has a program for performing cylinder deactivation control for stopping the combustion of a specific cylinder in a predetermined operating state, and is provided with communication means for connecting the drive control means of each internal combustion engine. A cylinder deactivation control apparatus for a multi-machine internal combustion engine, which is configured to transmit and receive information on a cylinder deactivation state of each internal combustion engine so as to match the cylinder deactivation operation states of all the internal combustion engines according to the program.