JPH09242571A - Engine control device and intake / exhaust valve control method for 4-cycle engine - Google Patents

Abstract

(57) Abstract: An engine control device for generating compressed air for use in a pneumatic control device is provided. SOLUTION: An intake valve 3 and an exhaust valve 12 provided in a plurality of cylinders 10 of an engine 1 are driven by using solenoid valves 13 and 14, and
The power train control unit 36, which controls the engine in four cycles of intake, compression, explosion, and exhaust processes, includes a fuel injection valve 9 and a spark plug in at least one cylinder 10.
In order to generate compressed air by operating the injection ignition stopping means 36b for stopping 11 and the cylinder 10 for which fuel injection and ignition have been stopped in four cycles in which the intake and compression processes are repeated twice, a solenoid valve 13, And an intake / exhaust valve control means 36a for controlling the valve 14.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device and a method for controlling intake and exhaust valves of a 4-cycle engine, and more particularly to a technique for obtaining compressed air while securing engine output by using a 4-cycle engine as an air compressor.

[0002]

2. Description of the Related Art A conventional engine control apparatus is, for example,
Proceedings of 12th Internal Combustion Engine Symposium ('95 -7-18 ~ 20,
Omiya) As described, a four-cycle engine, that is, an engine in which the intake valve and the exhaust valve operate in the same way for all cylinders, uses some of the cylinders as blowers and other cylinders as normal engines. There is known an engine control device and method for mixing the exhaust gas and the air sent by the blower to early warm up the catalyst.

[0003]

In the above-mentioned prior art, since the control of the intake valve and the exhaust valve is limited to that for a 4-cycle engine, it is difficult to generate compressed air that can be used for controlling tire pressure and the like. there were.

An object of the present invention is to provide an engine control device and an intake / exhaust valve control method for a four-cycle engine, which realize both the original function of a four-cycle engine and the function of a compressor for generating compressed air used for pneumatic control equipment. To provide.

[0005]

In order to achieve the above object, the present invention provides intake and exhaust valve drive means for intake and exhaust valves provided in a plurality of cylinders of a four-cycle engine having fuel injection means and ignition means. In the engine control device for controlling the engine by driving using an engine, the engine control device controls injection and ignition stop means for stopping the fuel injection means and the ignition means in at least one cylinder, and fuel injection and ignition. The stopped cylinder is configured to have intake / exhaust valve control means for controlling the intake / exhaust valve drive means so as to generate compressed air by operating the cylinder in four cycles in which the intake and compression steps are repeated twice.

Another feature of the present invention that achieves the object is a four-cycle engine in which intake valves and exhaust valves provided in a plurality of cylinders of the engine are controlled by intake, compression, explosion, and exhaust processes of four cycles. In the intake / exhaust valve method, injecting and igniting fuel to at least one of the cylinders and inhaling and compressing the four cycles to generate compressed air for the intake valve and the exhaust valve. It has to be controlled by a cycle that repeats twice.

According to the present invention, there are provided an engine control device and a method for controlling intake and exhaust valves of a four-cycle engine which can obtain compressed air while ensuring the function of the engine.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a configuration of an engine system using an engine control device according to an embodiment of the present invention. For convenience, the structure of the engine system shown in the cross section of one cylinder of the engine is as follows. In the embodiment of FIG. 1, the power train control unit 36 is narrowly described as the engine control device, but of course in the broad sense that the entire engine system of the embodiment of FIG. 1 is the engine control device. It is also possible to understand. Further, the power train control unit 36 may be integrated with the drive shaft torque control unit 34, the motor control unit 40, or the like.

In the engine 1 in normal operation, the intake valve 3 operates in synchronization with the vertical movement of the piston 2, and air is taken into the engine 1 via an air flow sensor 5 attached to an intake pipe 4 and a throttle valve 6. To be done. This air is controlled by a so-called electronically controlled throttle 8 driven by a motor 7. Then, an amount of fuel commensurate with the air flow rate is supplied to the cylinder 10 from the fuel injection valve 9 as fuel injection means.
Direct injection to the engine 1 (cylinder injection engine) and ignites with an ignition plug 11 as an ignition means at an optimum timing.
Drive. The engine used here may be a conventional intake port fuel injection engine.

Further, the exhaust gas after combustion is discharged from the engine 1 by the operation of the exhaust valve 12. Since the intake valve 3 and the exhaust valve 12 are driven by electromagnetic valves 13 and 14 serving as respective intake and exhaust valve driving means, the intake valve 3 and the exhaust valve 12 can be freely opened and closed. Here, a hydraulic drive mechanism may be used as a drive source of the intake and exhaust valve drive means. Further, the crankshaft 15 is driven by the vertical movement of the piston 2, and a gear or a disc 16 having a slit attached to the crankshaft 15 rotates. Then, the pulse generator 17 can detect the engine speed Ne, the reference signal Ref of the piston position, and the like.

The exhaust pipe 18 connected to the cylinder 10 of the engine 1 includes an exhaust gas side pipe 19 (hereinafter, G pipe 19) into which burned gas is introduced and a compressed air side pipe 20 into which compressed air is introduced.
(Hereinafter referred to as A pipe 20), the switching valve 21 is opened and closed by the actuator 22 in accordance with the exhaust gas or compressed air discharged from the engine 1 and flowing through the exhaust pipe 18, and the G pipe 19 Or it can be switched to the A tube 20. A return spring 23 is attached to the switching valve 21. Since the exhaust gas passes through the G pipe 19 in the normal operation, the air-fuel ratio sensor 24 and the catalyst 25 for purifying the exhaust gas are attached.

On the other hand, since compressed air is introduced into the A pipe 20, an accumulator 26 for accumulating the compressed air as a gas pressure, a pressure sensor 27 for keeping the internal pressure of the A pipe 20 constant, A pressure regulator 28 and a joint portion 29 that vary the output value of the compressed air according to (air pressure control equipment such as tire air pressure control, air wiper control, air jack, car wash equipment) are attached. There are two methods for mounting the engine system on an actual vehicle. One is a control system shown by a solid line. This is a system in which the engine 1 is the main power source, the crankshaft 15 and the transmission 30 are connected, and power is transmitted to the tires 31.
In this case, the depression amount α of the accelerator pedal 32 is detected by the accelerator opening sensor 33 and input to the drive shaft torque control unit 34 (hereinafter, T unit 34). Further, the vehicle speed Vsp detected by the vehicle speed sensor 35 is input to the T unit 34, and the target torque to be transmitted to the tire is calculated by α and Vsp. This target torque is input to the power train control unit 36 (hereinafter, P unit 36), and the fuel amount, ignition timing, throttle valve opening related to drive shaft torque generation are input.
(Air flow rate), gear ratio, etc. are calculated and output to each actuator.

The P unit 36 includes an intake / exhaust valve control means 36a for controlling the intake valve 3 and the exhaust valve 12 via electromagnetic valves 13 and 14 as intake / exhaust valve driving means, and a fuel injection valve 9. Stop the fuel injection and spark plug 11
The injection ignition stopping means 36b for stopping the fuel ignition by is provided. As input signals to the P unit 36, air flow rate Qa, throttle valve opening θ, piston position reference signal Ref, compressed air application signal Csw, air-fuel ratio A / F, compressed air side pipe pressure Psw and engine torque control signal Te. There is. Compressed air application signal Csw and engine torque control signal Te are
It is obtained by the compressed air application switch 37 and the volume 38, respectively. The volume 38 is used when the engine alone is used as a compressor, not when it is mounted on a vehicle.

Another application method is to use a drive motor 39 as shown by a broken line as a traveling drive source to drive the engine 1
Is a so-called hybrid vehicle system used for power generation. In this case, the target torque obtained by the unit 34 is input to the motor control unit 40 (hereinafter, M unit 40), the current control of the drive motor 39 is executed, and the motor power is transmitted to the tire 42 via the speed reducer 41. To be done. The power of the engine 1 drives the generator 43 and charges the battery 44.
Further, the current value I detected by the current detection sensor 45 is input to the P unit 36 to optimally control the power generation amount. The P unit 36 in this case only controls the engine 1. Further, the engine 1 used for power generation can be removed from the vehicle, and the weight is reduced so that the engine 1 can be used outside the vehicle for the above purpose.

Further, the intake valve 3 and the exhaust valve 12 of the engine 1
As a method of controlling the intake air, the intake valve 3 and the exhaust valve 12 of at least one cylinder that generates compressed air are controlled via an intake / exhaust valve drive means using a solenoid valve or a hydraulic source, and other combustion The intake valve 3 and the exhaust valve 12 of the cylinder may be controlled through conventional mechanical intake / exhaust valve driving means. Further, the intake / exhaust valve driving means of all cylinders may be electromagnetic valves.

FIG. 2 is a time chart showing an intake / exhaust valve control method in the case where a cylinder that also serves to generate compressed air according to the present invention is used for combustion. That is, it is a case where four cycles are operated as an intake stroke, a compression stroke, an explosion stroke, and an exhaust stroke. Opening and closing the intake and exhaust valves of the cylinder
It is executed with reference to the reference signal Ref that defines the piston position.

Normally, in the case of combustion control, it is necessary to open the intake valve in the latter half of the exhaust stroke and close it in the first half of the compression stroke.
Also, the exhaust valve must be opened near the middle of the explosion stroke and closed in the first half of the suction stroke. Therefore, the intake / exhaust valve is driven based on the reference signal Ref as in the control described later. Then, in the compression stroke, fuel injection and ignition are executed by the fuel injection valve 9 and the spark plug 11.

FIG. 3 is a time chart showing an intake / exhaust valve control method in the case where a cylinder that also serves to generate compressed air according to the present invention is used in a compressor. In the case of compressor control, compression can be performed twice in four strokes. That is, 4
This is the case where one cycle is operated as suction, compression, suction, and compression stroke. Then, while the suction and compression processes are repeated twice, the injection and ignition stopping means 36b stops the injection and ignition of the fuel.

Also in this case, the intake valve needs to be opened at the beginning of the intake stroke and closed at the end of the intake stroke with reference to the reference signal Ref. Also, the exhaust valve must be opened later in the compression stroke and closed at the end of the compression stroke. here,
Let CA _{2 be} the opening time of the exhaust valve in the compression stroke, and CA ₁ from the intake valve closing timing to the exhaust valve opening timing in the intake stroke, so that compressed air of a predetermined pressure can be used for tire air pressure control. CA ₁ ≥ CA ₂ must be set to be generated. In other words, if CA ₁ <CA ₂ is set, which is the relationship to start opening the exhaust valve before the middle of the compression stroke, the pressure will drop before the air is compressed, and compressed air of the specified pressure cannot be obtained. Become.

FIG. 4 shows the valve opening ratio CA of one embodiment according to the present invention.
It is a diagram showing a relationship between ₁ / CA ₂ and air pressure. Opening ratio CA ₁ / CA ₂
The relationship between (logarithm) and air pressure is almost proportional. Therefore, as described above, when the valve opening ratio CA ₁ / CA ₂ is 1 or more in the relationship of CA ₁ ≧ CA ₂ , the predetermined pressure required for tire air pressure is 3 kgf /
Since it becomes cm ² or more, it can be used for tire pressure control and the like. However, due to the relationship of CA ₁ <CA ₂ , the valve opening ratio CA ₁ / C
When A ₂ is smaller than 1, only the pressure shown by the shaded area in FIG. 4 can be obtained. Note that the obtained air pressure (k
The size of gf / cm ² ) changes depending on the cylinder diameter and piston stroke, and can also be changed by the valve opening ratio CA ₁ / CA ₂ . Further, as long as the air pressure used is an air pressure control device of 3 kgf / cm ² or less, the valve opening ratio CA ₁ / CA ₂ may be smaller than 1.

FIG. 5 is a diagram showing the relationship between the number of cylinders of the compressor and the efficiency index in the engine of one embodiment according to the present invention. The case where the black circles are 4 cylinders and the white circles are 8 cylinders. When an engine having a plurality of cylinders and some of them are used as an air compressor, the efficiency of the engine, that is, the fuel consumption varies depending on the number of compressor cylinders with respect to the combustion cylinders. That is, when "efficiency index is 1", the fuel consumption when all cylinders are used for combustion is substantially the same as the fuel consumption when both combustion and compressor are used.

For example, in FIG. 5, in the case of four cylinders,
If two or more cylinders are used as compressor cylinders,
The efficiency index is smaller than 1 and drops extremely. Further, in the case of eight cylinders, the efficiency index becomes smaller than 1 when four or more cylinders are used as compressor cylinders, and the index extremely decreases when the number of cylinders is five or less. As described above, it is necessary to set the number of cylinders that operate as a compressor that generates compressed air according to the number of cylinders of the engine, which leads to highly efficient operation.

FIG. 6 is a flow chart showing combustion and air pressure generation switching control according to an embodiment of the present invention. First, in process 46, the compressed air application signal Csw and the fuel injection pulse width Ti for switching the passage of the exhaust pipe 18 to the G pipe 19 or the A pipe 20 are read. In process 47, it is determined whether Csw is 1. In the case of 1, the process proceeds to step 47a, and then it is determined whether or not Ti is zero, that is, whether fuel injection and ignition are stopped. If stopped, the routine proceeds to step 48, where the passage is switched to the passage of the A pipe 20 for controlling the compressor (the switching valve 21 is closed), so the minimum value is output to the output value Mout of the actuator 22. Then, the compressor control subroutine of process 49 is executed.

If the result of the process 47 is other than 1 and if the stop of fuel etc. is not completed in the process 47a, the process proceeds to the process 50 and the passage of the G pipe 19 (the switching valve 21 is opened) for combustion control is maintained. Output the maximum value to the output value Mout of the actuator 22. Then, the combustion control subroutine of process 51 is executed.

FIG. 7 is a flow chart showing the Ref interrupt processing for combustion control. First, in process 52, the engine speed Ne and the timer Timer are read. In the process 53, the crank angle x1 from the Ref rising timing to the exhaust valve opening timing EVO (Exhaust Valve Open) is preset, and the current timer is added to the value obtained by dividing x1 by the engine speed Ne and the EVO timing. k1 is calculated. Then, in process 54, the interrupt at k1 is set.

FIG. 8 is a flowchart showing the k1 interruption process of the combustion control. First, in process 55, the engine speed Ne
And timer Timer are read. In process 56, the control amount k2 of the exhaust valve drive actuator is substituted into Seout and output to the actuator drive circuit. In process 57, the crank angle x2 from the k1 interrupt timing to the intake valve opening timing IVO (Intake Valve Open) is preset, and IVO is added to the value obtained by dividing x2 by the engine speed Ne and adding the current Timer.
Timing k3 is calculated. Then, in process 58, the interrupt at k3 is set.

FIG. 9 is a flow chart showing the k3 interrupt processing of combustion control. First, in process 59, the engine speed Ne
And timer Timer are read. In process 60, the control amount k4 of the intake valve drive actuator is substituted into Siout and output to the actuator drive circuit. In process 61, the crank angle x3 from the k3 interrupt timing to the exhaust valve closing timing EVC (Exhaust Valve Close) is preset, and the current Timer is added to the value obtained by dividing x3 by the engine speed Ne to obtain E
VC timing k5 is calculated. Then, in process 62, the interrupt at k5 is set.

FIG. 10 is a flow chart showing the k5 interruption processing of combustion control. First, in process 63, the engine speed Ne
And timer Timer are read. In process 64, the control amount 0 of the exhaust valve drive actuator is substituted into Seout and output to the actuator drive circuit. In the process 65, the crank angle x4 from the k5 interrupt timing to the intake valve closing timing IVC (Intake Valve Close) is preset, and by adding the current Timer to the value obtained by dividing x4 by the engine speed Ne, E
VC timing k6 is calculated. Then, in process 66, the interrupt at k6 is set.

FIG. 11 is a flow chart showing the k6 interruption processing of combustion control. In process 67, the control amount 0 of the intake valve drive actuator is substituted into Siout and output to the actuator drive circuit. By repeating the above control, combustion control of the engine becomes possible.

FIG. 12 is a flow chart showing a compressed air side pipe pressure Psw interrupt process of the compressor control of one embodiment according to the present invention. Here, when at least one of the plurality of cylinders is operated under compressor control, when Psw reaches a certain value or more, the engine operating state is changed from compressor control to combustion control. The purpose is to forcibly shift to the intake / exhaust valve control or combustion control used in (1) to execute efficient engine operation.

First, in process 68, the intake / exhaust valve control for the above-described combustion control is executed. At this time, the injection and ignition stop control may be prohibited. Then, in process 69, the switching valve 21 is opened to switch to the passage of the G pipe 19, that is, Mo
ut = Max is executed and the air or exhaust gas discharged from the engine is discharged to the catalyst 25 side. This system can be used for early warm-up of the catalyst when starting a cold engine.

In other words, the amount of fuel supplied to cylinders other than the air blowing cylinder is increased to generate CO (carbon monoxide), etc., and the air discharged from the air blowing cylinder is mixed with CO and burned by the catalyst. This is a system for early warming up. The intake / exhaust valve control in the compressor control can also be driven by the same method as in the combustion control. Therefore, the detailed flowchart is deleted.

FIG. 13 is a diagram showing a system configuration when the compressor control according to the present invention is applied to tire air pressure control. The hub bolt 71 is attached to the hub 70,
The wheel 73 is fixed by the hub bolt 71 and the nut 72. A tire 74 is provided on the wheel 73. Further, a brake disc 75 is attached to the hub 70. Then, the hub 70 is supported by the hub bearing 77 attached to the knuckle 76 and rotates. knuckle
Inside the shaft 78 to which the 76 is attached, a solenoid 79 and a joint 80 driven by the solenoid 79 are provided.

Further, the joint 80 is provided with a joint portion 81 which can be connected to the joint portion 29 of the A pipe 20 described above, and the compressed air passes through the air passage 82 inside the joint 80. A pressure sensor 83 that detects the pressure of the compressed air is provided in the air passage 82. Notch in hub 70 above
84 and a ball 85 provided inside the joint 80 mesh with each other, and at the same time, the air shutoff valve 86 operates by the operation of the joint 80, and the compressed air from the A pipe 20 is sent to the tire 74 via the hub 70 and the wheel 73. .

When the solenoid 79 does not operate, the shutoff valve 8
The spring 6 moves to the air blocking side (right side in FIG. 11) by the spring 87 and prevents the tire 74 from leaking air through the O-ring 88. Tire pressure control is performed using the air pressure control unit 89. Unit 89 is a driving environment recognition unit
The navigation information recognized in 90 (driving environment in the future: highway, city area, mountain road, road gradient, radius of curvature, etc.) and external brightness at the time of traveling by camera image processing are input.

Further, the current vehicle speed detected by the vehicle speed sensor 91, the outside air temperature detected by the temperature sensor 92 mounted outside the vehicle, the wiper state obtained by the wiper switch 93, and the air pressure obtained by the sensor 83 are stored in the unit 89. Entered in. As a control method, when the vehicle is stopped,
The solenoid 79 and the compressed air generating cylinder are driven to execute tire air pressure control.

FIG. 14 is a diagram showing the relationship between tire pressure and frictional force. The frictional force between the tire and the road surface tends to be smaller when the tire pressure is higher on all of the sunny pavement, the rainy pavement, the snowy road and the frozen road. This is because the contact area between the tire and the road surface becomes smaller. However, the ratio of the phenomenon of frictional force to tire pressure tends to increase as the road surface friction coefficient decreases. Therefore, in consideration of safe driving, it is important to control the tire air pressure according to the road surface friction coefficient. In addition, tire pressure control by changing vehicle speed is also essential for safe driving. In addition, tire pressure also contributes significantly to fuel economy.

FIG. 15 is a flowchart showing the tire pressure control. First, in process 100, the outside temperature Tg and the image brightness S
p, wiper status, vehicle speed Vsp and navigation information are read. In process 101, the road surface condition during traveling is obtained by the fuzzy inference shown in FIG. 17 and Table 1. As an example, FIG. 17 is a diagram showing a membership function with respect to the outside temperature. Table 1
Is the determination result of the weather road surface condition obtained from the fuzzy rule. The membership function as shown in FIG. 17 is obtained in advance according to the outside temperature, the luminance obtained by the camera image processing, and the wiper state.

[0039]

[Table 1]

Using this, as shown in Table 1, for example, when the outside temperature is small, the brightness is large, and the wiper state is small, it is determined that the road is fine and the road is snowy.

In process 102 of FIG. 15, it is determined whether the vehicle is running on a paved road. As can be seen from Fig. 14, when traveling on a paved road, there is no difference in tire pressure / friction force characteristics regardless of whether it is sunny or rainy, so emphasis is placed on changes in vehicle speed. Process 102 at y
In the case of es, the process proceeds to step 103, and it is determined from the navigation information whether or not the vehicle will be driven on a highway. If yes, process 1
Go to 04 and substitute the high-speed traveling air pressure (for example, 2.5 kgf / cm ² ) into the target tire air pressure Pc.

If the result of processing 103 is no, it is judged that the vehicle is traveling in an urban area and the like, and in processing 105 the air pressure for normal traveling (for example, 2.0 k
Substitute gf / cm ² ). In process 102, it is determined to be no, that is, a snowy road or an icy road, and the map in FIG. 12 is searched to set the tire air pressure with the maximum frictional force according to the current vehicle speed. And process 10
Proceed to 7 to determine whether the vehicle speed Vsp is 0. This is because the tire pressure control is executed when the vehicle is stopped in the configuration of FIG. 13 of the present invention. If the tire pressure can be controlled while the tire is rotating, the process 107
Becomes unnecessary. If yes in process 107 and the target air pressure and the actual air pressure do not match, the process proceeds to process 108, and the maximum value max is input to the output Ssol to the electromagnetic solenoid. In process 107
If no, go to step 109 and output to the electromagnetic solenoid Sso
Enter the minimum value min in l and do not execute tire pressure control.

FIG. 16 is a flow chart showing the pneumatic pressure feedback control. First, in process 110, the air pressure Pa and the air pressure control command value Pc are read. In process 111, it is determined whether Pa and Pc match. If yes, process 112
Substitute 0 for ΔP, and if no, proceed to step 113 for ΔP
Substitute the deviation of Pc and Pa into. Then, in process 114, ΔP is added to Pc.
Is calculated as the output signal Pout to the pressure regulator 28 attached to the compressed air introduction side pipe 20, and the process 115
To output.

[0044]

According to the present invention, the conventional engine can have two functions of a drive source and compressed air generation.
It is possible to realize applications that utilize air pressure. In particular, in the case of a so-called hybrid vehicle that uses an engine for driving a generator, it can be removed from the vehicle,
It can be applied to a wide range of applications such as using air pressure from outside the vehicle and using power supply at campsites.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of an engine system using an engine control device according to an embodiment of the present invention.

FIG. 2 is a time chart showing an intake / exhaust valve control method in the case of using a cylinder that also serves to generate compressed air according to one embodiment of the present invention for combustion.

FIG. 3 is a time chart showing an intake / exhaust valve control method when a cylinder that also serves to generate compressed air according to an embodiment of the present invention is used in a compressor.

FIG. 4 is a diagram showing a relationship between a valve opening ratio CA ₁ / CA ₂ and air pressure according to an embodiment of the present invention.

FIG. 5 is a diagram showing a relationship between the number of cylinders of a compressor and an efficiency index in an engine according to an embodiment of the present invention.

FIG. 6 is a flowchart showing combustion / air pressure generation switching control according to an embodiment of the present invention.

FIG. 7 is a flowchart showing Ref interrupt processing for combustion control.

FIG. 8 is a flowchart showing k1 interrupt processing of combustion control.

FIG. 9 is a flowchart showing k3 interrupt processing of combustion control.

FIG. 10 is a flowchart showing k5 interruption processing of combustion control.

FIG. 11 is a flowchart showing k6 interrupt processing of combustion control.

FIG. 12 is a flowchart showing a compressed air side pipe pressure Psw interrupt process of the compressor control according to an embodiment of the present invention.

FIG. 13 is a diagram showing a system configuration when the compressor control according to the present invention is applied to tire air pressure control.

FIG. 14 is a diagram showing the relationship between tire pressure and frictional force.

FIG. 15 is a flowchart showing tire pressure control.

FIG. 16 is a flowchart showing air pressure feedback control.

FIG. 17 is a diagram showing a membership function with respect to outside temperature.

[Explanation of symbols]

1 ... Engine, 2 ... Piston, 3 ... Intake valve, 4 ... Intake pipe, 5 ... Air flow rate sensor 6 ... Throttle valve, 7 ... Motor, 8 ... Electronically controlled throttle, 9 ... Fuel injection valve 10 ... Cylinder, 11 ... Ignition Plug, 12 ... Exhaust valve, 13, 14 ...
Solenoid valve, 15 ... Crank shaft, 16 ... Disc, etc., 17 ... Pulse generator, 18 ... Exhaust pipe, 19 ... Exhaust gas side pipe, 20 ... Compressed air side pipe, 21 ... Switching valve, 22 ... Actuator, 23
… Return spring, 24… Air-fuel ratio sensor, 25… Catalyst,
26 ... Accumulator, 27 ... Pressure sensor, 28 ... Pressure regulator, 29 ... Joint part, 30 ... Transmission, 31, 42 ... Tire, 32 ... Accelerator pedal, 33 ... Accelerator opening sensor, 34
… Drive shaft torque control unit 35… Vehicle speed sensor, 36… Powertrain control unit, 36
a ... intake / exhaust valve control means, 36b ... injection ignition stop means, 37 ...
Compressed air application switch, 38 ... Volume, 39 ... Drive motor, 40 ... Motor control unit, 41 ... Reducer, 43 ... Generator, 44 ... Battery.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location F02D 13/06 F02D 13/06 A 29/02 29/02 D 29/04 29/04 D 41 / 02 320 41/02 320 (72) Inventor Minoru Osuga 7-1-1 Omika-cho, Hitachi-shi, Ibaraki Hitachi Ltd. Hitachi Research Laboratory

Claims (6)

[Claims] 1. An engine control device for controlling an engine by driving intake and exhaust valves provided in a plurality of cylinders of a four-cycle engine having fuel injection means and ignition means by means of intake and exhaust valve drive means. The engine control device includes an injection / ignition stopping means for stopping the fuel injection means and the ignition means in at least one cylinder, and a cylinder in which injection and ignition of fuel have been stopped, in which intake and compression processes are repeated twice. And an intake / exhaust valve control means for controlling the intake / exhaust valve drive means so as to generate compressed air by operating the engine control device. 2. The intake / exhaust valve control means according to claim 1, wherein the crank angle CA ₁ from when the intake valve is closed to when the exhaust valve starts to open and the crank angle CA between when the exhaust valve is open. _The engine control device is characterized in that the intake / exhaust valve driving means is controlled so that the relationship of CA ₁ ≧ CA ₂ is satisfied. 3. The intake / exhaust valve control means of claim 1, wherein the intake / exhaust valve control means controls the intake / exhaust valve drive means of a plurality of cylinders corresponding to the number of cylinders having an efficiency index of 1 or more. An engine control device characterized by the above. 4. The engine control device according to claim 1, wherein an exhaust pipe connected to at least one of the plurality of cylinders branches into an exhaust gas side pipe and a compressed air side pipe. The engine control device is characterized in that the exhaust gas side pipe or the compressed air side pipe is switched according to the fluid flowing through the exhaust pipe. 5. The engine control device according to claim 1, wherein the engine is the power generation engine used in a hybrid vehicle including a traveling drive electric motor and a power generation engine. 6. An intake / exhaust valve method for a four-cycle engine, wherein intake and exhaust valves provided in a plurality of cylinders of an engine are controlled in a four-cycle intake, compression, explosion, and exhaust process. On the other hand, the intake and exhaust of a four-cycle engine in which the injection and ignition of fuel are stopped and the intake valve and the exhaust valve are controlled by a cycle in which the intake and exhaust steps are repeated twice in order to generate compressed air. Valve control method.