JP4196441B2 - Valve characteristic control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a valve characteristic control device for an internal combustion engine that continuously adjusts the valve opening / closing timing and the lift amount according to the operating state of the internal combustion engine.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been known a valve operating apparatus for precisely controlling the opening / closing timing of an intake valve and an exhaust valve to improve the performance of an internal combustion engine (Japanese Patent Laid-Open No. 7-247815). This valve operating apparatus is provided with a variable valve timing mechanism for changing the phase of the valve opening / closing timing and a variable valve lift amount mechanism for changing the valve lift amount to adjust the opening / closing valve timing of the intake valve or the exhaust valve. It is.
[0003]
The variable valve lift mechanism has a function to move the valve opening and closing timings closer to and away from each other in order to change the valve lift, and the valve timing variable mechanism shifts the lift phase to change the valve opening and closing timings. There is a function to advance or retard the time together. The above-described prior art is capable of controlling the on-off valve timing with a high degree of freedom by combining both the mechanisms, and can sufficiently exhibit the performance of the internal combustion engine.
[0004]
[Problems to be solved by the invention]
However, in the prior art, it is considered that the performance of the internal combustion engine can be sufficiently exhibited when the on-off valve timings of the variable valve lift amount mechanism and the variable valve timing mechanism converge to the target value. However, no consideration is given to the transient state until the actual value converges to the target value that occurs when the target values of both mechanisms are switched according to the change in the operating state of the internal combustion engine.
[0005]
In particular, when both mechanisms continuously adjust the lift amount and the lift phase, the change state of both mechanisms in this transient state also greatly affects the performance of the internal combustion engine. Therefore, it is difficult to say that the technology that does not consider the transient state of both mechanisms still exhibits the performance of the internal combustion engine sufficiently.
[0006]
The present invention provides a valve characteristic control device for an internal combustion engine that uses a variable valve lift amount mechanism and a variable valve timing mechanism that can be continuously controlled, and takes into account the transient state of both mechanisms to sufficiently improve the performance of the internal combustion engine. It is intended to be exhibited.
[0007]
[Means for Solving the Problems]
  In the following, means for achieving the above object and its effects are described.
  (1) According to the first aspect of the present invention, the valve timing variable mechanism that continuously changes the valve opening / closing timing of at least one of the intake valve and the exhaust valve, and the valve lift amount of at least one of the intake valve and the exhaust valve are continuously provided. Each of a target control position A which is a target control position of the valve timing variable mechanism and a target control position B which is a target control position of the variable valve lift amount mechanism.At least one of engine speed and engine loadThe valve timing variable mechanism is operated so that the control position of the variable valve timing mechanism matches the target control position A, and the control position of the variable valve lift amount mechanism matches the target control position B. In the valve characteristic control device for an internal combustion engine, the valve lift amount variable mechanism is operated so that the valve characteristic consisting of the valve opening / closing timing and the valve lift amount is variable for at least one of the intake valve and the exhaust valve. A transient state in which an operation of changing the control position of the variable valve timing mechanism toward the target control position A and an operation of changing the control position of the variable valve lift amount mechanism toward the target control position B occur. In this transient stateMatch the performance required for internal combustion enginesThe change direction of the valve characteristic is set as the required change direction during transition, and then the change direction of the control position of the variable valve timing mechanism toward the target control position A and the valve lift amount toward the target control position B When it is determined that both the change direction of the control position of the variable mechanism matches the required change direction during transient, the variable valve timing mechanism and the variable valve lift amount mechanismIn response to commands from the controllerThe variable mechanism with high responsiveness is positioned as a priority variable mechanism with high priority for operation and the other variable mechanism is positioned as a non-priority variable mechanism. Based on the set priority, the variable valve timing mechanism and variable valve lift amount The gist is to provide a transient control means for operating the mechanism.
[0008]
  The variable valve timing mechanism continuously changes the phase of the valve opening / closing timing, and the variable valve lift amount mechanism continuously changes the valve lift amount. Or they are qualitatively different. For this reason, when both of these change the valve, even if the same adjustment amount is finally reached, the operating state of the internal combustion engine during the transition depends on which one has priority during the transition. Will be different.
Therefore, the transient control means sets priorities between the phase change of the valve opening / closing timing and the valve lift amount change according to the performance required for the internal combustion engine during the transition, and the variable valve timing mechanism according to the priority. Controls the valve lift variable mechanism. As a result, the performance of the internal combustion engine can be controlled even during a transition, and the performance of the internal combustion engine can be sufficiently exhibited.
Further, as described above, both variable mechanisms have a quantitative or qualitative difference with respect to valve adjustment. For this reason, only one of the change direction of the variable valve timing mechanism and the change direction of the variable valve lift mechanism match the required performance of the internal combustion engine at the time of transition. There are cases. Consider a case where both the variable valve timing mechanism and the variable valve lift amount mechanism match the required performance of the internal combustion engine during the transition.
In this case, if both mechanisms are simply driven, there is a limit on the output of the drive source, and therefore the rate of change between the two is inevitably reduced as compared with the case where they are driven alone. Therefore, driving one of the mechanisms with priority gives a quick match with the required performance of the internal combustion engine.
In addition, the variable valve timing mechanism and the variable valve lift amount mechanism have a difference in adjustment responsiveness due to a quantitative or qualitative difference and further a mechanical difference. Therefore, as a priority object, priority can be given to the required performance of the internal combustion engine at the earliest when priority is given to the higher responsiveness of the two mechanisms.
For this reason, when the change direction of both the mechanisms is a direction that matches the required performance of the internal combustion engine, the transient control means controls both mechanisms with the higher responsive mechanism as the higher priority. Thus, the performance of the internal combustion engine can be sufficiently exerted during the transition.
[0009]
  (2) In the invention according to claim 2, the valve timing variable mechanism for continuously changing the valve opening / closing timing of at least one of the intake valve and the exhaust valve, and the valve lift amount of at least one of the intake valve and the exhaust valve are continuously provided. Each of a target control position A which is a target control position of the valve timing variable mechanism and a target control position B which is a target control position of the variable valve lift amount mechanism.At least one of engine speed and engine loadThe valve timing variable mechanism is operated so that the control position of the variable valve timing mechanism matches the target control position A, and the control position of the variable valve lift amount mechanism matches the target control position B. In the valve characteristic control device for an internal combustion engine, the valve lift amount variable mechanism is operated so that the valve characteristic consisting of the valve opening / closing timing and the valve lift amount is variable for at least one of the intake valve and the exhaust valve. A transient state in which an operation of changing the control position of the variable valve timing mechanism toward the target control position A and an operation of changing the control position of the variable valve lift amount mechanism toward the target control position B occur. In this transient stateMatch the performance required for internal combustion enginesThe change direction of the valve characteristic is set as the required change direction during transition, and then the change direction of the control position of the variable valve timing mechanism toward the target control position A and the valve lift amount toward the target control position B When it is determined that only one of the change direction of the control position of the variable mechanism matches the requested change direction during transition, the variable mechanism whose change direction of the control position matches the requested change direction during transient is given priority in operation Positioning as a high-priority variable mechanism and positioning the other variable mechanism as a non-priority variable mechanism, and a transient control means for operating the valve timing variable mechanism and the valve lift amount variable mechanism based on the set priority. The gist is to provide.
[0010]
  Of the variable valve timing mechanism and the variable valve lift amount mechanism, consider a case where one of the valve adjustment directions matches the required performance of the internal combustion engine at the time of transition, but the other does not match. In this case, it is obvious that driving with priority given to the one that matches the required performance of the internal combustion engine can match the required performance of the internal combustion engine at the time of transition.
Therefore, the transient control means can sufficiently exert the performance of the internal combustion engine by controlling both mechanisms with higher priority given to the mechanism that matches the required performance of the internal combustion engine.
[0011]
  (3) According to a third aspect of the present invention, in the valve characteristic control apparatus for an internal combustion engine according to the first or second aspect, the transient control means is configured to perform the priority based on a determination result that the transient state occurs. Until the control position of the variable valve timing mechanism matches the target control position A and the control position of the variable valve lift amount mechanism matches the target control position B. The gist is to continue the operation of the variable valve timing mechanism and the variable valve lift amount mechanism based on the set priority.
[0012]
  (4) The invention according to claim 4 is the valve characteristic control device for an internal combustion engine according to any one of claims 1 to 3, wherein the transient control means has a control position for the priority variable mechanism. The priority change mechanism is operated by setting the change speed of the control position higher than the change speed of the control position when it is not in the transient state. For the non-priority variable mechanism, the change speed of the control position is not in the transient state. The gist is to operate the non-priority variable mechanism by setting it lower than the change speed of the control position.
As a method of controlling both mechanisms in accordance with the priority, it can be performed by providing a difference in change speed between the two mechanisms as described above, and the performance of the internal combustion engine can be sufficiently exhibited.
[0013]
  (5) The invention according to claim 5 is the valve characteristic control device for an internal combustion engine according to any one of claims 1 to 4, wherein the variable valve timing mechanism and the variable valve lift amount mechanism are common. Each of which is driven based on an output from the drive source, and the transient control means is configured to operate the valve timing variable mechanism and the valve lift amount variable mechanism based on the set priority from the drive source. The gist is to make the output to the priority variable mechanism larger than the output from the drive source to the non-priority variable mechanism.
[0014]
  (6) The invention according to claim 6 is the valve characteristic control device for an internal combustion engine according to claim 4 or 5, wherein the transient control means has a control position of the priority variable mechanism coincides with a target control position. Based on this determination, the gist of the present invention is to end the process of limiting the change speed of the control position of the non-priority variable mechanism.
By doing in this way, the final state of both mechanisms can be reached quickly, and the performance of the internal combustion engine can be exhibited sufficiently.
[0015]
  (7) The invention according to claim 7 is the valve characteristic control device for an internal combustion engine according to any one of claims 1 to 6, wherein the transient control means has a target control position of the priority variable mechanism. The gist is that the change of the control position of the non-priority variable mechanism is interrupted until it is determined that the control position matches.
As a method of controlling both mechanisms in accordance with the priority, it can be performed by ordering the driving of both mechanisms as described above, and the performance of the internal combustion engine can be sufficiently exhibited.
[0016]
  (8) The invention according to claim 8 is the valve characteristic control device for an internal combustion engine according to any one of claims 1 to 7, wherein the transient control means is directed toward the target control position A. The change direction of the control position of the variable valve timing mechanism, the change direction of the control position of the variable valve lift amount mechanism toward the target control position B, and the change direction of at least one of the engine rotational speed and the engine load. Based on the above, the gist is to set the direction of change of the demand during transition.
[0017]
  (9) The invention according to claim 9 is the valve characteristic control device for an internal combustion engine according to claim 8, wherein the transient control means controls the valve timing variable mechanism toward the target control position A. A condition in which the change direction of the position is a direction that retards the valve opening / closing timing and the change direction of the control position of the variable valve lift amount mechanism toward the target control position B is a direction that decreases the valve lift amount. And a change mode from a state where the engine rotation speed is medium rotation and the engine load is high to a state where the engine rotation speed is decreased, as a condition A, the change mode of the engine operation state is set when setting the transient required change direction. When the condition A is satisfied, a process for setting one of a direction in which the valve overlap is reduced and a direction in which the closing timing of the intake valve is advanced as the demand change direction during the transition; Assuming that the condition of change from a state where the rotational speed is low or medium speed and the engine load is a partial load to a state where the engine load is reduced is Condition B, the change aspect of the engine operating state is set when setting the direction of the required change during transient. When the condition B is satisfied, one of the direction in which the closing timing of the intake valve is retarded, the direction in which the valve overlap is reduced, and the direction in which the closing timing of the intake valve is advanced is set as the required change direction during the transition. The change mode from the state in which the engine speed is high and the partial load is increased to the state in which the engine load increases is defined as a condition C. A process for setting one of a direction in which the valve overlap is reduced and a direction in which the closing timing of the intake valve is delayed as the demand change direction during the transition, When the change mode from the non-idle state to the idle state at the time of the temperature is set as the condition D, and the change mode of the engine operating state is in the condition D when setting the transition request change direction, the transient request change direction The process of setting the direction in which the valve overlap is reduced, and the engine operation when setting the required change direction during the transition, on condition E, is the change mode from the state where the engine load is low to the state where the engine speed is reduced. When the state change mode is in this condition E, at least one of the processing for setting the direction in which the valve closing timing of the intake valve is advanced as the transition request change direction is set as the transition request change direction. The gist of this is to execute as the processing according to the above.
[0018]
  (10) The invention according to claim 10 is the valve characteristic control device for an internal combustion engine according to claim 8 or 9, wherein the transient control means is configured to change the valve timing toward the target control position A. The control position change direction is a direction that retards the valve opening and closing timing, and the control position change direction of the valve lift amount variable mechanism toward the target control position B is a direction that increases the valve lift amount. Under the condition A, the engine operation is performed when setting the change direction of the demand change during the transition, where the change mode from the state where the engine rotation speed is low or medium rotation and the engine load is high to the state where the engine rotation speed is increased is a condition A. When the state change mode is in this condition A, neither the direction in which the valve overlap increases nor the direction in which the valve closing timing of the intake valve is retarded as the direction of change required during the transient state. When setting the direction of change in the demand during transition, the condition B is a change mode from a state where the engine speed is low or medium and the engine load is high to a state where the engine load decreases. A process for setting one of a direction in which valve overlap increases and a direction in which the valve closing timing of the intake valve is retarded as the direction of change in demand when the engine operating state is in the condition B; A change mode from a state where the rotational speed is high and the engine load is low to a state where the engine load increases is defined as a condition C, and the change mode of the engine operating state is set to the condition C when setting the demand change direction during the transition. In some cases, the process of setting either the direction in which the valve overlap increases or the direction in which the closing timing of the intake valve is retarded as the direction of change required during the transition, and the engine rotation When the change mode of the engine operating state under the condition that the degree is overspeed is the condition D, and the change mode of the engine operating state is in the condition D when setting the transition request change direction, the transient request At least one of the process of setting one of the direction in which the valve opening timing of the intake valve is retarded and the direction in which the valve lift amount of the intake valve increases as the change direction is related to the setting of the demand change direction during the transition. The gist is to execute as processing.
[0019]
  (11) The invention according to claim 11 is the valve characteristic control device for an internal combustion engine according to any one of claims 8 to 10, wherein the transient control means is directed toward the target control position A. The change direction of the control position of the variable valve timing mechanism is a direction in which the valve opening / closing timing is advanced, and the change direction of the control position of the variable valve lift amount mechanism toward the target control position B decreases the valve lift amount. Under the condition that the engine speed is low or medium and the engine load is in the partial load state to the state in which the engine load increases under the condition A, When the change mode of the engine operating state is in this condition A at the time of setting, the direction in which the valve closing timing of the intake valve is advanced and the valve overlap are reduced as the direction of change in the demand during transition. When setting the transition request change direction, the condition B is a process for setting one of the directions and a change mode from a state in which the engine speed is high and the engine load is high to a state in which the engine load decreases. When the change mode of the engine operating state is in this condition B, the process of setting the direction in which the valve overlap increases as the direction of change required during the transition, and the state where the engine speed is high and the engine load is high When the change mode to the state where the engine rotational speed decreases is set as the condition C, and the change mode of the engine operation state is in the condition C when setting the required change direction during the transient, the valve overlap is set as the required change direction during the transient. The gist of the invention is that at least one of the process of setting the decreasing direction is executed as the process related to the setting of the demand change direction during the transition.
[0020]
  (12) The invention according to claim 12 is the valve characteristic control apparatus for an internal combustion engine according to any one of claims 8 to 11, wherein the transient control means is directed toward the target control position A. The change direction of the control position of the variable valve timing mechanism is a direction in which the valve opening / closing timing is advanced, and the change direction of the control position of the variable valve lift amount mechanism toward the target control position B increases the valve lift amount. As a condition A, the change mode from the idle state to the state where the engine speed increases and the engine load increases, the change mode of the engine operating state is set when setting the transitional required change direction. When this condition A is satisfied, a process for setting either the direction in which the closing timing of the intake valve is retarded or the direction in which the valve overlap increases is set as the direction of change in demand during transition The change in the engine operating state when setting the direction of change in the required demand at the time of transition, where the change mode from the state in which the engine speed is low or medium and the engine load is high to the state in which the engine speed is increased is defined as Condition B When the mode is in this condition B, the process of setting the direction in which the valve overlap increases as the demand change direction during the transition, and the engine load from the state where the engine speed is low or medium and the engine load is high Assuming that the change mode to the state in which the engine pressure decreases is a condition C, and when the change mode of the engine operating state is in this condition C when setting the transition request change direction, the closing timing of the intake valve is the transition request change direction. Assuming that the process for setting the retarding direction and the mode of change from the state where the engine speed is high to the state where the engine speed is increased are as condition D, the demand change during the transient When the change state of the engine operating state is in the condition D when setting the direction, the process for setting the direction in which the valve lift amount of the intake valve increases as the demand change direction during the transient, the engine speed is high and the engine load Assuming that the change mode from the state where the engine is at a high load to the state where the engine load is reduced is a condition E, when the change mode of the engine operating state is the condition E when setting the direction of the required change during the transient, the required change during the transient The gist is that at least one of processing for setting a direction in which the valve overlap increases as a direction is executed as processing for setting the direction of change in demand during transition.
[0024]
DETAILED DESCRIPTION OF THE INVENTION
[Embodiment 1]
The valve characteristic control device 10 provided for the intake camshaft of the internal combustion engine will be described with reference to FIGS.
[0025]
FIG. 1 shows an in-line four-cylinder on-vehicle gasoline engine (hereinafter simply referred to as “engine”) 11. The engine 11 includes a cylinder block 13 provided with a reciprocating piston 12, an oil pan 13 a provided on the lower side of the cylinder block 13, and a cylinder head 14 provided on the upper side of the cylinder block 13. .
[0026]
A crankshaft 15 as an output shaft is rotatably supported at the lower part of the engine 11, and a piston 12 is connected to the crankshaft 15 via a connecting rod 16. The reciprocating movement of the piston 12 is converted into rotation of the crankshaft 15 by the connecting rod 16. A combustion chamber 17 is provided above the piston 12, and an intake passage 18 and an exhaust passage 19 are connected to the combustion chamber 17. The intake passage 18 and the combustion chamber 17 are connected and cut off by an intake valve 20, and the exhaust passage 19 and the combustion chamber 17 are connected and cut off by an exhaust valve 21.
[0027]
On the other hand, the intake side camshaft 22 and the exhaust side camshaft 23 are provided in the cylinder head 14 in parallel. The intake side camshaft 22 is supported on the cylinder head 14 so as to be rotatable and movable in the axial direction, and the exhaust side camshaft 23 is supported on the cylinder head 14 so as to be rotatable but not movable in the axial direction. Has been.
[0028]
A rotary phase difference variable actuator 24 (corresponding to a variable valve timing mechanism) provided with a timing pulley 24a is provided at one end of the intake camshaft 22. Further, a variable lift amount actuator 22a (corresponding to a variable valve lift amount mechanism) for moving the intake side camshaft 22 in the axial direction is provided at the other end of the intake side camshaft 22. A timing pulley 25 is attached to one end of the exhaust side camshaft 23. The timing pulley 25 and the timing pulley 24 a of the rotational phase difference variable actuator 24 are connected to a pulley 15 a attached to the crankshaft 15 via a timing belt 26. Then, the rotation of the crankshaft 15 as the driving side rotating shaft is transmitted to the intake side camshaft 22 and the exhaust side camshaft 23 as the driven side rotating shaft via the timing belt 26. As a result, the intake side camshaft 22 and the exhaust side camshaft 23 rotate in synchronization with the rotation of the crankshaft 15.
[0029]
The intake camshaft 22 is provided with an intake cam 27 that abuts a valve lifter attached to the upper end of the intake valve 20, and the exhaust camshaft 23 is an exhaust that abuts a valve lifter attached to the upper end of the exhaust valve 21. A cam 28 is provided. When the intake camshaft 22 rotates, the intake valve 20 is opened / closed by the intake cam 27, and when the exhaust camshaft 23 rotates, the exhaust valve 21 is opened / closed by the exhaust cam 28.
[0030]
Here, the cam profile of the exhaust cam 28 is constant with respect to the axial direction of the exhaust camshaft 23, but the cam profile of the intake cam 27 is in the axial direction of the intake camshaft 22 as shown in FIG. It is changing continuously. That is, the intake cam 27 is configured as a three-dimensional cam.
[0031]
When the intake camshaft 22 moves in the direction of arrow A, the valve lift amount of the intake valve 20 by the intake cam 27 gradually increases as a whole as shown by the arrow in FIG. The valve opening time gradually increases before and after.
[0032]
Further, when the intake side camshaft 22 moves in the direction opposite to the direction of the arrow A, the valve lift amount of the intake valve 20 by the intake cam 27 gradually gradually changes as opposed to the case of FIG. The valve opening time of the intake valve 20 is gradually shortened. Therefore, by moving the intake camshaft 22 in the axial direction, the valve lift amount of the intake valve 20 can be changed to adjust the valve opening time.
[0033]
For example, the intake camshaft 22 is controlled to move in the direction opposite to the arrow A when the engine 11 rotates at a low speed, and to move in the arrow A direction when the engine 11 rotates at a high speed. This is because, when the engine 11 is running at a low speed, the open time of the intake valve 20 is shortened and the valve lift amount is reduced so that the mixed gas is sucked into the combustion chamber 17 vigorously. In addition, when the engine is running at a high speed, the intake time of the intake valve 20 is lengthened and the valve lift is increased to improve the intake efficiency of the mixed gas into the combustion chamber 17.
[0034]
Next, the lift amount variable actuator 22a for moving the intake camshaft 22 in the axial direction and the oil supply structure for driving the lift amount variable actuator 22a by hydraulic pressure will be described with reference to FIG.
[0035]
As shown in FIG. 3, the lift amount variable actuator 22 a includes a cylindrical cylinder tube 31, a piston 32 provided in the cylinder tube 31, and a pair provided to close both end openings of the cylinder tube 31. End cover 33. The cylinder tube 31 is fixed to the cylinder head 14.
[0036]
An intake side camshaft 22 penetrating one end cover 33 is connected to the piston 32. The cylinder tube 31 is partitioned by a piston 32 into a first pressure chamber 31a and a second pressure chamber 31b. A first supply / discharge passage 34 formed in one end cover 33 is connected to the first pressure chamber 31a, and a second supply / discharge passage 35 formed in the other end cover 33 is connected to the second pressure chamber 31b. Is connected.
[0037]
When the hydraulic oil is selectively supplied to the first pressure chamber 31a and the second pressure chamber 31b via the first supply / discharge passage 34 or the second supply / discharge passage 35, the piston 32 causes the intake-side camshaft 22 to move. Move in the axial direction. As the piston 32 moves, the intake camshaft 22 also moves in the axial direction.
[0038]
The first supply / discharge passage 34 and the second supply / discharge passage 35 are connected to a first oil control valve 36. A supply passage 37 and a discharge passage 38 are connected to the first oil control valve 36. The supply passage 37 is connected to the oil pan 13a via an oil pump P that is driven as the crankshaft 15 rotates, and the discharge passage 38 is directly connected to the oil pan 13a.
[0039]
The first oil control valve 36 includes a casing 39, and the casing 39 is provided with a first supply / discharge port 40, a second supply / discharge port 41, a first discharge port 42, a second discharge port 43, and a supply port 44. ing. A first supply / discharge passage 34 is connected to the first supply / discharge port 40, and a second supply / discharge passage 35 is connected to the second supply / discharge port 41. Further, the supply passage 44 is connected to the supply port 44, and the discharge passage 38 is connected to the first discharge port 42 and the second discharge port 43. In the casing 39, a spool 48 having four valve portions 45 and urged in opposite directions by a coil spring 46 and an electromagnetic solenoid 47 is provided.
[0040]
In the demagnetized state of the electromagnetic solenoid 47, the spool 48 is disposed on one end side (the right side in FIG. 3) of the casing 39 by the elastic force of the coil spring 46, and the first supply / discharge port 40, the first discharge port 42, The second supply / exhaust port 41 and the supply port 44 communicate with each other. In this state, the hydraulic oil in the oil pan 13a is supplied to the second pressure chamber 31b through the supply passage 37, the first oil control valve 36, and the second supply / discharge passage 35. Further, the hydraulic oil that has been in the first pressure chamber 31 a is returned to the oil pan 13 a through the first supply / discharge passage 34, the first oil control valve 36, and the discharge passage 38. As a result, the piston 32 and the intake side camshaft 22 move in the direction opposite to the arrow A.
[0041]
On the other hand, when the electromagnetic solenoid 47 is energized, the spool 48 is disposed on the other end side (the left side in FIG. 3) of the casing 39 against the elastic force of the coil spring 46, and the second supply / discharge port 41 is the second. The first supply / discharge port 40 communicates with the supply port 44 in communication with the discharge port 43. In this state, the hydraulic oil in the oil pan 13a is supplied to the first pressure chamber 31a via the supply passage 37, the first oil control valve 36, and the first supply / discharge passage 34. Further, the hydraulic oil that has been in the second pressure chamber 31b is returned to the oil pan 13a through the second supply / discharge passage 35, the first oil control valve 36, and the discharge passage 38. As a result, the piston 32 and the intake side camshaft 22 move in the arrow A direction.
[0042]
Further, when the power supply to the electromagnetic solenoid 47 is controlled and the spool 48 is positioned in the middle of the casing 39, the first supply / discharge port 40 and the second supply / discharge port 41 are closed. Movement of hydraulic fluid is prohibited. In this state, the hydraulic oil is not supplied to or discharged from the first pressure chamber 31a and the second pressure chamber 31b, and the hydraulic oil is filled and held in the first pressure chamber 31a and the second pressure chamber 31b. And the intake side camshaft 22 is fixed.
[0043]
Further, by controlling the power supply to the electromagnetic solenoid 47, the opening degree in the first supply / discharge port 40 or the opening degree in the second supply / discharge port 41 is adjusted, and the first pressure chamber 31 a or the first pressure chamber is adjusted from the supply port 44. 2 The supply speed of hydraulic oil to the pressure chamber 31b can be controlled.
[0044]
Next, the rotation phase difference variable actuator 24 for adjusting the opening / closing timing of the intake valve 20 will be described in detail with reference to FIG.
As shown in FIG. 4, the rotational phase difference variable actuator 24 includes a timing pulley 24a. The timing pulley 24 a includes a cylindrical portion 51 through which the intake side camshaft 22 passes, a disc portion 52 protruding from the outer peripheral surface of the cylindrical portion 51, and a plurality of external teeth 53 provided on the outer peripheral surface of the disc portion 52. It has. The cylindrical portion 51 of the timing pulley 24 a is rotatably supported by the bearing portion 14 a of the cylinder head 14. The intake camshaft 22 penetrates the cylindrical portion 51 so that it can slide and move in the axial direction.
[0045]
Further, an inner gear 54 provided so as to cover the front end portion of the intake side camshaft 22 is fixed by a bolt 55. As shown in FIG. 5, the inner gear 54 has a structure in which a large tooth gear 54a having a flat tooth and a small gear gear 54b having an inclined tooth are formed in two stages.
[0046]
Further, a sub-gear 56 having spur external teeth 56a and oblique internal teeth 56b is meshed with the small-diameter gear portion 54b of the inner gear 54 as shown in FIG. At the time of this engagement, a ring-shaped spring washer 57 is disposed between the inner gear 54 and the sub gear 56 and urges the sub gear 56 in the axial direction so as to be separated from the inner gear 54. The outer diameters of the inner gear 54 and the sub gear 56 are the same.
[0047]
The disc portion 52 of the timing pulley 24 a is provided with a plurality of bolts 58 (here, four bolts), a housing 59, a first pressure chamber 70 and a second pressure chamber 71, which will be described later, inside the housing 59. And a cover 60 for sealing the. At the center of the cover 60, a hole 60a is provided for opening a cylindrical space 61c, which will be described later, and smoothly sliding the intake camshaft 22 in the axial direction.
[0048]
FIG. 6 shows a state in which the bolt 58, the cover 60, and the bolt 55 are removed and the inside of the housing 59 is viewed from the left in FIG. Note that the rotational phase difference variable actuator 24 in FIG. 4 shows a cross-sectional state taken along line BB in FIG.
[0049]
The housing 59 has a plurality of wall portions 62, 63, 64, 65 (four in this case) projecting from the inner peripheral surface 59a toward the center. And the disk-shaped vane rotor 61 is rotatably arrange | positioned in contact with the outer peripheral surface 61a with respect to the front end surface of the wall parts 62, 63, 64, 65.
[0050]
A cylindrical space 61c (FIG. 4) is formed at the center of the disk-shaped vane rotor 61, and an inner peripheral surface thereof forms a spline portion 61b that extends linearly along the axial direction of the intake camshaft 22. . Both the large-diameter gear portion 54a of the inner gear 54 and the external teeth 56a of the sub gear 56 are engaged with the spline portion 61b.
[0051]
The large-diameter gear portion 54a of the inner gear 54 and the external teeth 56a of the sub gear 56 are relatively moved by the meshing of the internal teeth 56b of the inclined teeth and the small-diameter gear portion 54b of the inclined teeth and the action of the spring washer 57. An urging force that rotates in the opposite direction is generated. For this reason, an error due to backlash between the spline portion 61b and the gears 54 and 56 can be absorbed, and the inner gear 54 is arranged with high accuracy at the set rotational phase position with respect to the vane rotor 61. Therefore, the vane rotor 61 and the intake side camshaft 22 can be attached with a highly accurate rotational phase relationship. In FIG. 4, for the sake of clarity, only a part of the spline portion 61 b is shown and the others are not shown, but the spline portion 61 b is formed on the entire inner peripheral surface of the cylindrical space 61 c of the vane rotor 61. Yes.
[0052]
Further, on the outer peripheral surface 61 a of the disk-shaped vane rotor 61, vanes 66, 67, 68, which protrude into the space between the wall portions 62, 63, 64, 65 and are in contact with the inner peripheral surface 59 a of the housing 59. 69 (corresponding to a pressure receiving member). These vanes 66, 67, 68, 69 define a space between the walls 62, 63, 64, 65, thereby forming a first pressure chamber 70 and a second pressure chamber 71.
[0053]
One of the vanes 66 has a through-hole 72 extending along the axial direction of the intake camshaft 22. The lock pin 73 movably accommodated in the through hole 72 has an accommodation hole 73a therein. The spring 74 provided in the accommodation hole 73 a biases the lock pin 73 toward the disc portion 52.
[0054]
Further, the vane rotor 61 has an oil groove 72a formed on the tip surface thereof. The oil groove 72 a communicates the arc-shaped through opening 72 b (FIG. 1) penetrating the cover 60 and the through hole 72. The through-opening opening 72 b and the oil groove 72 a have a function of discharging the air or oil at the tip side of the lock pin 73 inside the through-hole 72 from the cover 60 to the outside.
[0055]
As shown in FIGS. 7 and 8 which are cross sections taken along the line CC of FIG. 6, when the lock pin 73 faces the locking hole 75 provided in the disc portion 52 (FIG. 8), the lock The pin 73 is locked in the locking hole 75 by the biasing force of the spring 74, and the relative rotational position of the vane rotor 61 with respect to the disk portion 52 is fixed. In FIG. 7, the vane rotor 61 is at the most retarded position, the lock pin 73 provided on the vane 66 is not opposed to the locking hole 75, and the tip 73 b of the lock pin 73 is the locking hole 75. Is not inserted. The state of FIG. 6 is a state in which the tip end portion 73 b of the lock pin 73 is not inserted into the locking hole 75, as in FIG. 7.
[0056]
When the engine 11 is being started, or when hydraulic control by an electronic control unit (ECU), which will be described later, has not been started, the hydraulic pressure in the first pressure chamber 70 and the second pressure chamber 71 is zero or sufficiently increased. Not done. In such a case, a reverse torque is generated in the intake camshaft 22 by the cranking operation at the time of start, and the vane rotor 61 rotates relative to the housing 59 in the advance direction. 7 reaches the relative rotation position where the lock pin 73 can be inserted into the locking hole 75 from the state shown in FIG. 7, and the lock pin 73 is inserted into the locking hole 75 and locked as shown in FIG. . When the lock pin 73 is locked in the locking hole 75 as described above, relative rotation between the vane rotor 61 and the housing 59 is prohibited, and the vane rotor 61 and the housing 59 can rotate together.
[0057]
The lock pin 73 locked in the locking hole 75 is released from the second pressure chamber 71 to the annular oil space 77 through the oil passage 76 shown in FIGS. 7 and 8 after the engine 11 is started. It is performed by being supplied. That is, when the hydraulic pressure supplied to the annular oil space 77 rises, the lock pin 73 is disengaged from the locking hole 75 against the urging force of the spring 74, and the locking of the lock pin 73 is released. Further, the hydraulic pressure is supplied from the first pressure chamber 70 to the locking hole 75 via the oil passage 78, and the release state of the lock pin 73 is reliably held. In this way, relative rotation between the housing 59 and the vane rotor 61 is allowed in a state where the lock pin 73 is unlocked, and corresponds to the hydraulic pressure supplied to the first pressure chamber 70 and the second pressure chamber 71. Thus, the relative rotation phase of the vane rotor 61 with respect to the housing 59 can be adjusted. For example, as shown in FIG. 9, the vane rotor 61 can be further advanced with respect to the housing 59.
[0058]
Therefore, when the crankshaft 15 is rotated by driving the engine, the rotation is transmitted to the timing pulley 24 a via the timing belt 26. At this time, the timing pulley 24a and the intake camshaft 22 rotate together in the adjusted rotational phase difference state. As the intake camshaft 22 rotates, the intake valve 20 (FIG. 1) is driven to open and close.
[0059]
When the engine 11 is driven, the vane rotor 61 is rotated relative to the housing 59 in the rotational direction by hydraulic control on the first pressure chamber 70 and the second pressure chamber 71. That is, when the rotational phase difference adjustment control is performed so that the intake side camshaft 22 is advanced with respect to the crankshaft 15, the opening / closing timing of the intake valve 20 is advanced as shown by the arrow in FIG.
[0060]
Conversely, the vane rotor 61 is rotated relative to the housing 59 in a direction opposite to the rotational direction. That is, when the rotation phase difference adjustment control is performed on the side of the intake side camshaft 22 retarded with respect to the crankshaft 15, the opening / closing timing of the intake valve 20 is delayed as opposed to the case of FIG.
[0061]
The opening / closing timing of the intake valve 20 is usually delayed when the engine 11 is rotating low, and the opening / closing timing is advanced when the engine 11 is rotating high. This is to stabilize the engine rotation when the engine 11 is rotating at a low speed and to improve the intake efficiency of the mixed gas into the combustion chamber 17 when the engine 11 is rotating at a high speed.
[0062]
Next, a structure in the rotational phase difference variable actuator 24 that hydraulically controls the rotational phase difference between the housing 59 and the vane rotor 61 for adjusting the opening / closing timing of the intake valve 20 will be described.
[0063]
An advance oil passage opening 80 is opened on the side of the first pressure chamber 70 of each of the walls 62 to 65 protruding into the housing 59, and on the side of the second pressure chamber 71 of each of the walls 62 to 65. Are respectively provided with retarded oil passage openings 81. Further, even if the vanes 66 to 69 block the advance oil passage opening 80 on the disk portion 52 side among the walls 62 to 65 in contact with the advance oil passage opening 80, the vane rotor 61. The recesses 62a to 65a are provided so that the hydraulic pressure that rotates in the advance direction can be applied. Similarly, even if the vanes 66 to 69 block the retarding oil passage opening 81 on the disk portion 52 side among the wall portions 62 to 65 in contact with the retarding oil passage opening 81, the vane rotor Recesses 62b to 65b are provided so that 61 can provide hydraulic pressure that rotates in the retarding direction.
[0064]
Each advance angle oil passage opening 80 is connected to one outer peripheral groove 51 a of the cylinder portion 51 by an advance angle control oil passage 84 in the disc portion 52 and advance angle control oil passages 86 and 88 in the cylinder portion 51. Has been. Also, each retarding oil passage opening 81 is connected to the other outer peripheral groove 51b of the cylindrical portion 51 by the retarding control oil passage 85 in the disc portion 52 and the retarding control oil passages 87 and 89 in the cylindrical portion 51. It is connected to the.
[0065]
Further, the lubricating oil passage 90 branched from the retard angle control oil passage 87 in the cylindrical portion 51 is connected to a wide inner peripheral groove 91 provided on the inner peripheral surface 51 c of the cylindrical portion 51. As a result, the hydraulic oil flowing in the retard angle control oil passage 87 is guided as lubricating oil to the inner peripheral surface 51 c of the cylinder portion 51 and the outer peripheral surface 22 b of the end portion of the intake side camshaft 22.
[0066]
One outer peripheral groove 51 a of the cylinder portion 51 is connected to the second oil control valve 94 via an advance angle control oil passage 92 in the cylinder head 14, and the other outer peripheral groove 51 b of the cylinder portion 51 is connected to the cylinder head 14. It is connected to the second oil control valve 94 via a retard angle control oil passage 93.
[0067]
A supply passage 95 and a discharge passage 96 are connected to the second oil control valve 94. The supply passage 95 is connected to the oil pan 13a through the same oil pump P used in the first oil control valve 36, and the discharge passage 96 is directly connected to the oil pan 13a. Therefore, the oil pump P is configured to send hydraulic oil from the oil pan 13a to the two supply passages 37 and 95.
[0068]
The second oil control valve 94 is configured in the same manner as the first oil control valve 36. That is, the second oil control valve 94 includes a casing 102, a first supply / discharge port 104, a second supply / discharge port 106, a valve portion 107, a first discharge port 108, a second discharge port 110, a supply port 112, and a coil spring 114. , An electromagnetic solenoid 116, and a spool 118. An advance angle control oil path 92 in the cylinder head 14 is connected to the first supply / discharge port 104, and a retard angle control oil path 93 in the cylinder head 14 is connected to the second supply / discharge port 106. A supply passage 95 is connected to the supply port 112, and a discharge passage 96 is connected to the first discharge port 108 and the second discharge port 110.
[0069]
Therefore, in the demagnetized state of the electromagnetic solenoid 116, the spool 118 is disposed on one end side (the right side in FIG. 4) of the casing 102 by the elastic force of the coil spring 114. Accordingly, the first supply / discharge port 104 and the first discharge port 108 communicate with each other, and the second supply / discharge port 106 communicates with the supply port 112. In this state, the hydraulic oil in the oil pan 13a is supplied to the supply passage 95, the second oil control valve 94, the retard control oil passage 93, the outer circumferential groove 51b, the retard control oil passage 89, the retard control oil passage 87, the retard control oil passage 87, The oil is supplied to the second pressure chamber 71 of the rotational phase difference variable actuator 24 via the angle control oil passage 85, the retard oil passage opening 81, and the recesses 62b, 63b, 64b, 65b. The hydraulic oil in the first pressure chamber 70 of the rotational phase difference variable actuator 24 includes the recesses 62a, 63a, 64a, 65a, the advance oil passage opening 80, the advance control oil passage 84, and the advance control. The oil is returned to the oil pan 13a through the oil passage 86, the advance angle control oil passage 88, the outer circumferential groove 51a, the advance angle control oil passage 92, the second oil control valve 94, and the discharge passage 96. As a result, the vane rotor 61 rotates relative to the housing 59 in the retarding direction, and the opening / closing timing of the intake valve 20 is delayed as described above.
[0070]
On the other hand, when the electromagnetic solenoid 116 is excited, the spool 118 is disposed on the other end side (left side in FIG. 4) of the casing 102 against the elastic force of the coil spring 114. Accordingly, the second supply / discharge port 106 communicates with the second discharge port 110, and the first supply / discharge port 104 communicates with the supply port 112. In this state, the hydraulic oil in the oil pan 13a is supplied to the supply passage 95, the second oil control valve 94, the advance angle control oil path 92, the outer circumferential groove 51a, the advance angle control oil path 88, the advance angle control oil path 86, the advance angle. The oil is supplied to the first pressure chamber 70 of the rotational phase difference variable actuator 24 through the angle control oil passage 84, the advance oil passage opening 80, and the recesses 62a, 63a, 64a, 65a. The hydraulic oil in the second pressure chamber 71 of the rotational phase difference variable actuator 24 includes the recesses 62b, 63b, 64b, 65b, the retard oil passage opening 81, the retard control oil passage 85, and the retard control. The oil is returned to the oil pan 13 a through the oil passage 87, the retard control oil passage 89, the outer circumferential groove 51 b, the retard control oil passage 93, the second oil control valve 94, and the discharge passage 96. As a result, the vane rotor 61 rotates relative to the housing 59 in the advance direction, and the opening / closing timing of the intake valve 20 is advanced as described above.
[0071]
Further, when the power supply to the electromagnetic solenoid 116 is controlled and the spool 118 is positioned in the middle of the casing 102, the first supply / discharge port 104 and the second supply / discharge port 106 are closed, and the supply / discharge ports 104, 106 are connected. Movement of hydraulic fluid is prohibited. In this state, the hydraulic oil is not supplied to or discharged from the first pressure chamber 70 or the second pressure chamber 71 of the rotational phase difference variable actuator 24. As a result, hydraulic oil is filled and held in the first pressure chamber 70 and the second pressure chamber 71, and the vane rotor 61 stops rotating relative to the housing 59. Therefore, the opening / closing timing of the intake valve 20 is maintained in the state when the vane rotor 61 is fixed.
[0072]
In addition, the duty of power supply to the electromagnetic solenoid 116 is controlled to adjust the opening at the first supply / discharge port 104 or the opening at the second supply / discharge port 106, and the first pressure chamber 70 or the first pressure chamber 70 is adjusted from the supply port 112. 2 The hydraulic oil supply speed to the pressure chamber 71 can be controlled.
[0073]
In the valve characteristic control device 10 described above, the first oil control valve 36 and the second oil control valve 94 are driven and controlled through an electronic control unit (hereinafter referred to as “ECU”) 130, and the intake valve 20 is opened and closed by the control. The characteristic is changed. The ECU 130 is configured as a logical operation circuit including a CPU 132, a ROM 133, a RAM 134, a backup RAM 135, and the like.
[0074]
Here, the ROM 133 is a memory that stores various control programs including processing to be described later, and tables and maps that are referred to when the various control programs are executed. The CPU 132 executes arithmetic processing necessary for control based on various control programs stored in the ROM 133. The RAM 134 is a memory that temporarily stores the calculation results of the CPU 132, data input from each sensor, and the like. The backup RAM 135 is a non-volatile memory that stores data to be saved when the engine 11 is stopped. The CPU 132, the ROM 133, the RAM 134, and the backup RAM 135 are connected to each other via the bus 136, and are also connected to the external input circuit 137 and the external output circuit 138.
[0075]
The external input circuit 137 is connected to various sensors for detecting the operating state of the engine 11 such as a rotational speed sensor, an intake pressure sensor, and a throttle sensor (not shown), a crank side electromagnetic pickup 123 and a cam side electromagnetic pickup 126. Yes. Further, the first oil control valve 36 and the second oil control valve 94 are connected to the external output circuit 138.
[0076]
The crank-side electromagnetic pickup 123 detects the rotation phase of the crankshaft 15, and the cam-side electromagnetic pickup 126 detects the rotation phase of the intake-side camshaft 22 and the movement position in the direction of the rotation axis (the forward direction and the reverse direction of arrow A). Is detected.
[0077]
In the first embodiment, the valve characteristic control of the intake valve 20 is performed by the ECU 130 having such a configuration. Examples of such control are shown in the flowcharts of FIGS. These processes are repeatedly executed at a predetermined control cycle (every time or every crank angle rotation). Here, the steps in the flowchart corresponding to each process are represented by “S˜”.
[0078]
Although not shown in the flowchart, when the actual shaft position La is detected by the cam side electromagnetic pickup 126, the moving position feedback control of the intake side cam shaft 22 in the rotation axis direction by the lift amount variable actuator 22a is performed. . In this movement position feedback control, the variable lift amount actuator 22a is controlled so that the actual shaft position La coincides with a target shaft position Lt described later.
[0079]
Although not shown in the flowchart, the actual advance value θa of the intake side camshaft 22 is calculated based on the detection values from the crank side electromagnetic pickup 123 and the cam side electromagnetic pickup 126. Then, based on the actual advance value θa, the advance value feedback control of the intake camshaft 22 by the rotational phase difference variable actuator 24 is performed. In this advance value feedback control, the rotational phase difference variable actuator 24 is controlled so that an actual advance value θa matches a later-described target advance value θt.
[0080]
First, when the valve characteristic target value setting process (FIG. 11) is started, the engine 11 is based on the detection values of the various sensors described above and various control amounts used for separately executed fuel injection control or the like. Is detected (S210). For example, detection values from various sensors include engine speed and intake pressure, and control amounts include fuel injection amount.
[0081]
Next, the target advance value θt for the advance value feedback control is set from the map i (S220). Here, as shown in FIG. 15A, the map i is a map of the target advance value θt that uses the engine speed and the engine load (for example, the intake pressure, the intake amount or the fuel injection amount) as parameters. is there.
[0082]
Next, a target shaft position Lt for movement position feedback control is set from the map L (S230). Here, the map L is a map of the target shaft position Lt with the engine speed and the engine load (for example, as described above) as parameters, as shown in FIG. 15B.
[0083]
These maps i and L are for setting the valve overlap and the opening / closing timing of the intake valve 20 particularly corresponding to the performance required for the engine 11.
[0084]
Next, it is determined whether or not there is a change in the target advance value θt (S240). If there is a difference between the target advance value θt set in the previous control cycle and the current target advance value θt, the target advance value θt has changed (“YES” in S240). Therefore, “ON” is set to the flag Fθ representing the change in the target advance value θt (S250). Note that “OFF” is set as the initial value of the flag Fθ.
[0085]
If there is no change in the target advance value θt (“NO” in S240), no particular processing is performed.
After step S250 or after determining “NO” in step S240, it is determined whether or not the target shaft position Lt has changed (S260). If there is a difference between the target shaft position Lt set in the previous control cycle and the current target shaft position Lt, the target shaft position Lt has changed ("YES" in S260). Accordingly, “ON” is set to the flag FL indicating the change in the target shaft position Lt (S270). Note that “OFF” is set as the initial value of the flag FL.
[0086]
If there is no change in the target shaft position Lt (“NO” in S260), no particular processing is performed.
Then, if it is determined “NO” after step S270 or in step S260, the process is once ended, and the process is repeated again from step S210 after a predetermined control period.
[0087]
FIG. 12 shows a flowchart of the flag-off process.
When the flag-off process is started, first, the actual advance angle value θa of the intake side camshaft 22 is obtained by comparing the phase detection values of the crank side electromagnetic pickup 123 and the cam side electromagnetic pickup 126 (S310).
[0088]
Next, the actual shaft position La of the intake side camshaft 22 is obtained from the movement position detection value of the cam side electromagnetic pickup 126 (S320).
Next, it is determined whether or not the actual advance value θa matches the target advance value θt (S330). If θa = θt (“YES” in S330), “OFF” is set to the flag Fθ (S340). If they do not match (“NO” in S330), no particular processing is performed.
[0089]
After step S340 or after determining “NO” in step S330, it is determined whether or not the actual shaft position La matches the target shaft position Lt (S350). If La = Lt (“YES” in S350), “OFF” is set in the flag FL (S360). If they do not match (“NO” in S350), no particular processing is performed.
[0090]
After step S360 or when it is determined “NO” in step S350, the process is once ended, and the process is repeated again from step S310 after a predetermined control period.
[0091]
FIG. 13 shows a flowchart of the actuator drive speed setting process.
When the actuator drive speed setting process is started, it is first determined whether or not “ON” is set in the flag Fθ (S400). If the flag Fθ is “ON” (“YES” in S400), it is next determined whether or not “ON” is set in the flag FL (S410).
[0092]
If either flag Fθ or flag FL is “OFF” (“NO” in S400 or “NO” in S410), then 100% is set to duty value Duty θ (S420), and 100% is set to duty value DutyL. Is set (S430).
[0093]
The duty value Duty θ determines a driving speed when the rotational phase difference variable actuator 24 is driven. Specifically, in the current output from the ECU 130 to the electromagnetic solenoid 116 of the second oil control valve 94, the current when the hydraulic oil is supplied to the retard angle control oil passage 93 or the advance angle control oil passage 92 and the hydraulic oil supply stop The duty value Duty θ with the current at the time is adjusted. As a result, the opening at the first supply / discharge port 104 or the opening at the second supply / discharge port 106 is adjusted.
[0094]
For this reason, the supply speed of the hydraulic oil from the supply port 112 to the first pressure chamber 70 or the second pressure chamber 71 can be controlled, and the drive speed of the rotational phase difference variable actuator 24 can be adjusted.
[0095]
Here, when the duty value Duty θ increases, the relative rotation of the vane rotor 61 with respect to the housing 59 becomes faster, and when the duty value Duty θ decreases, the relative rotation of the vane rotor 61 with respect to the housing 59 becomes slower. The duty value Duty θ = 100% corresponds to the maximum drive speed, and the duty value Duty θ = 0% corresponds to the drive stop.
[0096]
The duty value DutyL determines the driving speed when the lift amount variable actuator 22a is driven. Specifically, in the current output from the ECU 130 to the electromagnetic solenoid 47 of the first oil control valve 36, the current when the hydraulic oil is supplied to the first supply / discharge passage 34 or the second supply / discharge passage 35 and the hydraulic oil supply stop The duty value DutyL with the current of the hour is adjusted. Thus, the opening degree at the first supply / discharge port 40 or the opening degree at the second supply / discharge port 41 is adjusted.
[0097]
For this reason, the supply speed of the hydraulic oil from the supply port 44 to the first pressure chamber 31a or the second pressure chamber 31b can be controlled, and the drive speed of the variable lift amount actuator 22a can be adjusted.
[0098]
Here, if the duty value DutyL increases, the relative movement of the piston 32 with respect to the cylinder tube 31 becomes faster, and if the duty value DutyL becomes smaller, the relative movement of the piston 32 with respect to the cylinder tube 31 becomes slower. The duty value DutyL = 100% corresponds to the maximum drive speed, and the duty value DutyL = 0% corresponds to the drive stop.
[0099]
Therefore, when either one or both of the flag Fθ and the flag FL are “OFF”, the rotational speed difference variable actuator 24 and the lift amount variable actuator 22a are set to the highest drive speed.
[0100]
If both the flag Fθ and the flag FL are “ON” (“YES” in S400, “YES” in S410), the priority setting process (S440) is executed.
[0101]
The details of the priority setting process (S440) are shown in the flowchart of FIG.
First, it is determined in what pattern the change pattern from the actual advance value θa to the target advance value θt is classified, and the result is set as the change pattern Sθ (S510). Here, the change pattern Sθ is determined by judging two patterns of the valve overlap direction (increase direction or decrease direction) and the closing timing direction of the intake valve 20 (advance angle or delay angle). To do.
[0102]
Next, it is determined in what pattern the change pattern from the actual shaft position La to the target shaft position Lt is classified, and the result is set as the change pattern SL (S520). Here, as in the case of step S510, two patterns of the valve overlap direction and the closing timing direction of the intake valve 20 are determined and set to the change pattern SL.
[0103]
Next, the current operating state of the engine 11 is classified (S530). For example, a state corresponding to the current operating state is extracted from the following classification.
(A). When the change from the actual advance value θa to the target advance value θt is a change in the retard direction, and the change from the actual shaft position La to the target shaft position Lt is a change in the direction in which the lift amount decreases.
[0104]
(A) A change state in a direction in which the engine decreases in rotation from a medium rotation / high load.
(B) The engine is in a changing state in which the load decreases from low to medium rotation and partial load (less than full throttle valve opening)
[0105]
(C) Change in the direction in which the engine speed increases from a high rotation / partial load.
(D) Change to idle rotation when the engine is warm.
(E) A change state in a direction in which the rotation decreases when the engine is lightly loaded.
[0106]
(B). A change from the actual advance value θa to the target advance value θt is a change in the retard direction, and a change from the actual shaft position La to the target shaft position Lt is a change in the direction in which the lift amount increases.
[0107]
(A) A state of change in the direction in which the engine increases in rotation from low to medium rotation / high load.
(B) The engine is in a changing state in which the load decreases from low to medium rotation and high load.
(C) The engine is in a changing state in which the load increases from a high rotation / low load.
[0108]
(D) The engine is in an overspeed state.
(C). The change from the actual advance value θa to the target advance value θt is a change in the advance direction, and the change from the actual shaft position La to the target shaft position Lt is a change in the direction in which the lift amount decreases.
[0109]
(A) The engine changes from low to medium rotation / partial load in a direction in which the load increases or decreases.
(B) The engine is in a changing state in which the load decreases from a high rotation / high load.
[0110]
(C) A change state in a direction in which the engine decreases in rotation from a high rotation / high load.
(D). A change from the actual advance value θa to the target advance value θt is a change in the advance direction, and a change from the actual shaft position La to the target shaft position Lt is a change in the direction in which the lift amount increases.
[0111]
(A) A change state in which the engine rotates and the load increases from an idle state.
(B) A state of change in the direction in which the engine increases in rotation from low to medium rotation / high load.
[0112]
(C) The engine is in a changing state in which the load decreases from low to medium rotation / high load.
(D) A change state in a direction in which the engine speed increases from a high speed.
(E) A change state in a direction in which the load decreases from a high rotation / high load of the engine.
[0113]
Next, the transient required performance H corresponding to the operation state of the engine 11 thus classified is set (S540).
For example, the following table is stored in advance in the ROM 133 as the required performance at the time of transition for each classification of the operation state described above. In addition, the viewpoint described in parentheses shows the effect expected by the required performance at the time of transition described before the parentheses. When a plurality of transient performance requirements are described in one operating state, only one of them is actually stored.
[0114]
In the case of (A)-(a):
(I) Small valve overlap (in terms of high output torque and high response and good drivability), or (ii) Early closing timing of intake valve 20 (high output torque and high response and good drivability) Any one).
[0115]
In the case of (A)-(b):
(I) Delay in closing timing of intake valve 20 (from the viewpoint of improving fuel efficiency), (ii) Small valve overlap (optimization from excessive state: from the viewpoint of exhaust countermeasures), or (iii) Intake valve 20 One of the early closing timings (exhaust measures, improvement of combustion stability).
[0116]
In the case of (A)-(c):
(I) Small valve overlap (optimization from an excessive state: from the viewpoint of high response and good operability by increasing output torque), or (ii) delay of closing timing of intake valve 20 (increasing output torque) High response and good drivability).
[0117]
In the case of (A)-(d):
(I) Small valve overlap (in terms of idle stability).
In the case of (A)-(e):
(I) Early closing timing of the intake valve 20 (optimization of closing timing: from the viewpoint of combustion stability).
[0118]
In the case of (B)-(a):
(I) Large valve overlap (in terms of high output torque and high response and good drivability), or (ii) Delay in closing timing of intake valve 20 (high output torque and high response and good drivability) Any one).
[0119]
In the case of (B)-(b):
Either (i) large valve overlap (from the viewpoint of exhaust countermeasures) or (ii) delay in closing timing of the intake valve 20 (from the viewpoint of improving fuel efficiency).
[0120]
In the case of (B)-(c):
(I) Large valve overlap (in terms of high output torque and high response and good drivability), or (ii) Delay in closing timing of intake valve 20 (high output torque and high response and good drivability) Any one).
[0121]
In the case of (B)-(d):
(I) Delay in opening timing of the intake valve 20 (from the viewpoint of avoiding a valve stamp with respect to the piston 12), or (ii) Increase in lift of the intake valve 20 (from the viewpoint of preventing damage by increasing the permissible rotational speed of the engine 11). Either.
[0122]
In the case of (C)-(a):
(I) Early closing timing of intake valve 20 (in terms of high output torque and high response and good operability), or (ii) small valve overlap (optimization from an excessive state: viewpoint of exhaust countermeasures) ) One of them.
[0123]
In the case of (C)-(b):
(I) Large valve overlap (from the viewpoint of exhaust countermeasures).
In the case of (C)-(c):
(I) Small valve overlap (in terms of high response and high operability by increasing output torque).
[0124]
In the case of (D)-(a):
Either (i) Delay in closing timing of the intake valve 20 (from the viewpoint of improving fuel efficiency) or (ii) Large valve overlap (from the viewpoint of exhaust countermeasures).
[0125]
In the case of (D)-(b):
(I) Large valve overlap (in terms of high output torque, high response and good drivability).
[0126]
In the case of (D)-(c):
(I) Delay in closing timing of the intake valve 20 (in view of high response and high operability by increasing the output torque).
[0127]
In the case of (D)-(d):
(I) Higher lift of the intake valve 20 (in view of preventing damage by increasing the allowable rotational speed of the engine 11).
[0128]
In the case of (D)-(e):
(I) Large valve overlap (from the viewpoint of exhaust countermeasures).
Next, the contents set as the transient required performance H in step S540 and the change pattern Sθ of the rotational phase difference variable actuator 24 are compared depending on whether or not the control directions are coincident (S550).
[0129]
In the change pattern Sθ, either a change direction that retards or a change direction that advances is set. It is determined whether or not this direction is a direction that matches the transient performance requirement H described above.
[0130]
Here, a case where the operation state of the engine 11 is classified into (A)-(a) in step S530 will be described as an example. For the classification of (A)-(a), the required performance at the time of transition corresponds to “(i) Small valve overlap (in terms of high response and high response and good operability)”. Suppose you are.
[0131]
As described above, in (A), the change from the actual advance value θa to the target advance value θt is a change in the retard direction, and the change from the actual shaft position La to the target shaft position Lt decreases the lift amount. This is the case of a change of direction. Therefore, as can be seen from FIG. 10, the direction of change of both the rotational phase difference variable actuator 24 and the lift amount variable actuator 22a coincides with “small valve overlap”. That is, the change pattern Sθ for the rotational phase difference variable actuator 24 matches the transient required performance H (“YES” in S550).
[0132]
For this reason, the priority of the actual advance value θa control is set higher than the priority of the actual shaft position La control (S560).
Next, returning to the processing of FIG. 13, it is determined whether or not the control of the actual advance value θa has higher priority than the control of the actual shaft position La (S450). In this example, the control of the actual advance value θa has a higher priority (“YES” in S450), so the duty value Duty θ is set to 100% (S460). Then, the duty value DutyL is set to 30% (may be less than 100%) (S470), and the process is temporarily terminated.
[0133]
As a result, the drive speed on the rotational phase difference variable actuator 24 side is maintained at a high speed, but the drive speed on the lift amount variable actuator 22a side is lowered than usual.
[0134]
In the first embodiment, it is assumed that the rotational phase difference variable actuator 24 is more responsive to the control of the ECU 130 than the lift amount variable actuator 22a. This is a difference caused by different mechanisms of both actuators. However, depending on the mechanism or the mounting position, the lift amount variable actuator 22 a may be more responsive than the rotational phase difference variable actuator 24.
[0135]
Therefore, in the advance value feedback control and the movement position feedback control, the drive speed of the lift amount variable actuator 22a with low responsiveness is reduced, and the drive speed of the rotational phase difference variable actuator 24 with high responsiveness is high. Maintained.
[0136]
Thereafter, as long as the same transient state continues and the flag Fθ = “ON” and the flag FL = “ON”, in the actuator driving speed setting process (FIG. 13), steps S400, S410, S440, S450, S460, S470 are performed. The process continues. For this reason, the rotational phase difference variable actuator 24 reaches the target advance value θt earlier than the lift amount variable actuator 22a reaches the target shaft position Lt. In addition, the output of the oil pump P is distributed to the rotation phase difference variable actuator 24 by the amount that the drive output to the variable lift amount actuator 22a is reduced, so that the actual advance value θa is the target advance angle earlier than usual. The value θt is reached.
[0137]
At this time, in the flag-off process (FIG. 12), since the actual advance value θa = the target advance value θt (“YES” in S330), “OFF” is set to the flag Fθ ( S340). Therefore, in the actuator driving speed setting process (FIG. 13), since Fθ = “OFF” (“NO” in S400), both the duty value Dutyθ and the duty value DutyL are set to 100% (S420, S430).
[0138]
Therefore, thereafter, the lift amount variable actuator 22a side also converges to the target shaft position Lt at high speed.
Next, another example of the operating state will be described.
[0139]
Here, a case where the operation state of the engine 11 is classified as (B)-(a) in step S530 will be described as an example. Note that this (B)-(a) classification corresponds to the transient performance requirement of “(i) Large valve overlap (in terms of high output torque, high response and good drivability)”. Suppose you are.
[0140]
As described above, in (B), the change from the actual advance value θa to the target advance value θt is the change in the retard direction, and the change from the actual shaft position La to the target shaft position Lt increases the lift amount. It is a change of direction. Therefore, as can be seen from FIG. 10, the change direction on the lift amount variable actuator 22a matches the transient required performance H (large valve overlap), and the change direction of the rotational phase difference variable actuator 24 is reversed. Direction. That is, the change pattern Sθ does not match the transient required performance H (“NO” in S550).
[0141]
For this reason, the priority of the actual shaft position La control is set higher than the priority of the actual advance value θa control (S570).
Next, returning to the processing of FIG. 13, it is determined whether or not the control of the actual advance value θa has higher priority (S450). In this example, since the actual shaft position La control has a higher priority (“NO” in S450), the duty value Dutyθ is set to 30% (may be less than 100%) (S480). Then, the duty value DutyL is set to 100% (S490), and the process is temporarily terminated.
[0142]
As a result, the driving speed on the rotational phase difference variable actuator 24 side is lowered than usual. The drive speed of the lift amount variable actuator 22a is maintained at a high speed.
[0143]
Thereafter, as long as the same transient state continues and the flag Fθ = “ON” and the flag FL = “ON”, in the actuator driving speed setting process (FIG. 13), steps S400, S410, S440, S450, S480, S490 are performed. The process continues. For this reason, the lift amount variable actuator 22a reaches the target shaft position Lt earlier than the rotational phase difference variable actuator 24 reaches the target advance value θt. In addition, the output of the oil pump P is distributed to the variable lift amount actuator 22a as much as the drive output to the rotational phase difference variable actuator 24 is reduced, and the actual shaft position La becomes the target shaft position Lt earlier than usual. To reach.
[0144]
At this time, in the flag-off process (FIG. 12), since the actual shaft position La = the target shaft position Lt (“YES” in S350), “OFF” is set in the flag FL (S360). . For this reason, in the actuator drive speed setting process (FIG. 13), since FL = “OFF” (“NO” in S410), the duty value Dutyθ and the duty value DutyL are both set to 100% (S420, S430). ).
[0145]
Therefore, thereafter, the rotational phase difference variable actuator 24 side also converges to the target advance value θt at high speed.
As described above, the priority is set when the direction of change between the rotational phase difference variable actuator 24 and the lift amount variable actuator 22a is consistent with the required performance H during the transition. Priority is given to driving of the rotational phase difference variable actuator 24. If one of the change directions of the rotational phase difference variable actuator 24 and the lift amount variable actuator 22a matches the transient required performance H and the other change direction does not match, the drive of the matching actuator is driven. Will be given priority.
[0146]
As described above, this is done when (i) is stored as the transient required performance corresponding to (A)-(a) and (i) is stored as the transient required performance corresponding to (B)-(a). An example of processing was shown. As other examples, including the above-described examples, the relationship between the transient required performance corresponding to each engine operating state and the actuator to be prioritized is shown below.
[0147]
In the following example, when “rotation phase difference variable actuator 24 priority” is described, it indicates that the required performance H at the time of transition matches the change pattern Sθ (the change pattern SL may be any). ing. In addition, when “lift amount variable actuator 22a priority” is described, it indicates that the transient requirement performance H and the change pattern Sθ do not match, and the transient requirement performance H and the change pattern SL match. ing.
[0148]
In the case of (A)-(a):
(I) Small valve overlap = preferable rotational phase difference actuator 24. (Ii) Early closing timing of the intake valve 20 = priority of the variable lift amount actuator 22a.
[0149]
In the case of (A)-(b):
(I) Delay in closing timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0150]
(Ii) Small valve overlap = preferable rotational phase difference actuator 24.
(Iii) Advancement of the closing timing of the intake valve 20 = priority of the variable lift amount actuator 22a.
[0151]
In the case of (A)-(c):
(I) Small valve overlap = preferable rotational phase difference actuator 24. (Ii) Delay in closing timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0152]
In the case of (A)-(d):
(I) Small valve overlap = preferable rotational phase difference actuator 24.
In the case of (A)-(e):
(I) Advancement of the closing timing of the intake valve 20 = priority of the variable lift amount actuator 22a.
[0153]
In the case of (B)-(a):
(I) Large valve overlap = preferable lift amount variable actuator 22a. (Ii) Delay in closing timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0154]
In the case of (B)-(b):
(I) Large valve overlap = preferable lift amount variable actuator 22a. (Ii) Delay in closing timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0155]
In the case of (B)-(c):
(I) Large valve overlap = preferable lift amount variable actuator 22a. (Ii) Delay in closing timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0156]
In the case of (B)-(d):
(I) Delay in opening timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0157]
(Ii) High lift of the intake valve 20 = priority of the variable lift amount actuator 22a.
In the case of (C)-(a):
(I) Advancement of closing timing of the intake valve 20 = priority of the rotational phase difference variable actuator 24.
[0158]
(Ii) Small valve overlap = preferable lift amount variable actuator 22a.
In the case of (C)-(b):
(I) Large valve overlap = preferable rotational phase difference variable actuator 24.
[0159]
In the case of (C)-(c):
(I) Small valve overlap = preferable lift amount variable actuator 22a.
In the case of (D)-(a):
(I) Delay in closing timing of the intake valve 20 = priority in the lift amount variable actuator 22a.
[0160]
(Ii) Large valve overlap = Rotary phase difference variable actuator 24 is preferred.
In the case of (D)-(b):
(I) Large valve overlap = rotational phase difference variable actuator 24 is preferred.
[0161]
In the case of (D)-(c):
(I) Delay in closing timing of the intake valve 20 = priority in the lift amount variable actuator 22a.
[0162]
In the case of (D)-(d):
(I) Higher lift of the intake valve 20 = priority of the variable lift amount actuator 22a.
[0163]
In the case of (D)-(e):
(I) Large valve overlap = preferable rotational phase difference variable actuator 24. In the configuration described in the first embodiment, steps S240 to S570 correspond to processing as transient control means.
[0164]
According to the first embodiment described above, the following effects can be obtained.
(I). As described above, in the configuration of the first embodiment, the rotational phase difference variable actuator 24 has higher responsiveness than the lift amount variable actuator 22a. In addition, both the rotation phase difference variable actuator 24 and the lift amount variable actuator 22a utilize the hydraulic pressure based on the output of the oil pump P.
[0165]
If the change direction (change pattern Sθ, SL) of both actuators 24, 22a matches the transient required performance H required for the engine 11 during the transition, the rotation having the higher response is performed. The phase difference variable actuator 24 is prioritized. In the first embodiment, this priority is realized by reducing the drive speed of the variable lift amount actuator 22a.
[0166]
In this way, the hydraulic pressure output from the oil pump P is preferentially supplied to the rotational phase difference variable actuator 24, so that the rotational position is higher than when both the actuators 24 and 22a are operating normally. The phase difference variable actuator 24 can be driven at high speed. In addition, since the actuator with higher responsiveness is given priority, the required performance at the time of transition can be made even earlier.
[0167]
Therefore, the performance of the engine 11 can be sufficiently exhibited during the transition.
Note that the determination that the change patterns Sθ and SL of both actuators 24 and 22a match is part of the case where “YES” is determined in step S550. The remaining part of the determination of “YES” in step S550 is that the change pattern Sθ of the rotational phase difference variable actuator 24 matches the required performance H during the transition, but the change pattern of the lift amount variable actuator 22a. SL is a case where they do not match. This case is described in (b) below.
[0168]
(B). If the change pattern Sθ of the rotational phase difference variable actuator 24 matches the transient required performance H, but the change pattern SL of the lift amount variable actuator 22a does not match, the rotation phase difference variable actuator 24 is given priority. Yes. If the change pattern SL of the lift amount variable actuator 22a matches the transient performance requirement H, but the change pattern Sθ of the rotational phase difference variable actuator 24 does not match, the lift amount variable actuator 22a is given priority. ing.
[0169]
In this way, when the direction of change of both actuators 24 and 22a is divided into those that match the required performance H during transition and those that do not match, priority is given to the actuator that matches. For this reason, it can be in the state which matched engine required performance at the time of transition, and the performance of engine 11 can fully be exhibited.
[0170]
(C). After the driving of the actuator with the higher priority is completed, the suppression of the change speed of the actuator with the lower priority is stopped.
By doing in this way, the final state of both actuators 24 and 22a can also be reached quickly, and the performance of the engine 11 can be fully exhibited.
[0171]
[Other embodiments]
In the first embodiment, the configuration of the rotational phase difference variable actuator 24 and the lift amount variable actuator 22a is an example, and the function of adjusting the phase of the valve opening / closing timing and the valve lift amount even in other configurations. As long as it has.
[0172]
In the first embodiment, the actuator 24 and 22a are given superiority in driving speed by providing a difference in the output distribution of the oil pump P. However, as a method of giving other superiority or inferiority, the higher priority is given. Duty = 100%, and the lower one may be 0%. That is, the actuator with the lower priority is temporarily stopped, and only the actuator with the higher priority is driven first. After the driving of the actuator with the higher priority is completed (reaching the target value), the actuator with the lower priority is You may drive by Duty = 100%.
[0173]
In the first embodiment, both the rotational phase difference variable actuator 24 and the lift amount variable actuator 22a are attached to the intake camshaft 22, but other configurations may be used. For example, the actuators 24 and 22a may be attached to the exhaust camshaft 23. Further, a variable lift amount actuator 22 a may be attached to the intake side camshaft 22, and a rotational phase difference variable actuator 24 may be attached to the exhaust side camshaft 23. Conversely, a rotational phase difference variable actuator 24 may be attached to the intake side camshaft 22. Alternatively, the lift amount variable actuator 22a may be attached to the exhaust camshaft 23.
[0174]
Alternatively, the variable rotational phase difference actuator 24 may be attached to the crankshaft 15, and the lift amount variable actuator 22 a may be attached to the intake side camshaft 22 or the exhaust side camshaft 23. When the arrangement of the rotational phase difference variable actuator 24 or the lift amount variable actuator 22a is changed as described above, correspondingly to (A)-(a) to (D)-(e) described above. The transient required performance and priority set are changed so as to satisfy the configuration described in the claims.
[0175]
Further, when the arrangement is changed in this way, the cam provided with the variable lift amount actuator 22a is a three-dimensional cam, and the shaft is movable in the direction of the rotation axis.
[Brief description of the drawings]
FIG. 1 is a perspective view of a gasoline engine incorporating a valve characteristic control device as a first embodiment.
FIG. 2 is a perspective view for explaining the shape of an intake cam used for an intake camshaft in the first embodiment.
3 is a configuration explanatory diagram of a lift amount variable actuator provided in the valve characteristic control device in Embodiment 1. FIG.
4 is a configuration explanatory diagram of a rotation phase difference variable actuator provided in the valve characteristic control device in Embodiment 1. FIG.
FIG. 5 is a perspective view showing shapes of an inner gear and a sub gear used in the rotational phase difference variable actuator according to the first embodiment.
FIG. 6 is an explanatory diagram of the internal configuration of the rotational phase difference variable actuator according to the first embodiment.
FIG. 7 is a configuration explanatory view around a lock pin in the rotational phase difference variable actuator according to the first embodiment;
FIG. 8 is a configuration explanatory view around a lock pin in the rotational phase difference variable actuator according to the first embodiment;
FIG. 9 is an explanatory diagram of a rotation state of a vane rotor in the rotational phase difference variable actuator according to the first embodiment.
10 is an explanatory diagram for adjusting the opening / closing timing of the intake valve according to Embodiment 1. FIG.
FIG. 11 is a flowchart of valve characteristic target value setting processing executed by the ECU in the first embodiment.
FIG. 12 is a flowchart of flag-off processing executed by the ECU in the first embodiment.
FIG. 13 is a flowchart of actuator drive speed setting processing executed by the ECU in the first embodiment.
FIG. 14 is a flowchart of priority setting processing executed by the ECU in the first embodiment.
FIG. 15 is a configuration explanatory diagram of a map for setting a target advance value and a target shaft position in the first embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... Valve characteristic control apparatus, 11 ... Engine, 12 ... Piston, 13 ... Cylinder block, 13a ... Oil pan, 14 ... Cylinder head, 14a ... Bearing part, 15 ... Crankshaft, 15a ... Pulley, 16 ... Connecting rod, 17 ... Combustion chamber, 18 ... intake passage, 19 ... exhaust passage, 20 ... intake valve, 21 ... exhaust valve, 22 ... intake side camshaft, 22a ... lift amount variable actuator, 22b ... end outer peripheral surface, 23 ... exhaust side camshaft , 24 ... Variable rotational phase difference actuator, 24a ... Timing pulley, 25 ... Timing pulley, 26 ... Timing belt, 27 ... Intake cam, 28 ... Exhaust cam, 31 ... Cylinder tube, 31a ... First pressure chamber, 31b ... Second Pressure chamber, 32 ... piston, 33 ... end cover, 34 ... first supply / discharge passage, 35 ... second supply / discharge passage 36, first oil control valve, 37 ... supply passage, 38 ... discharge passage, 39 ... casing, 40 ... first supply / discharge port, 41 ... second supply / discharge port, 42 ... first discharge port, 43 ... first 2 discharge port, 44 ... supply port, 45 ... valve part, 46 ... coil spring, 47 ... electromagnetic solenoid, 48 ... spool, 51 ... cylindrical part, 51a ... outer peripheral groove, 51b ... outer peripheral groove, 51c ... inner peripheral surface, 52 ... disk portion, 53 ... external teeth, 54 ... inner gear, 54a ... large diameter gear portion, 54b ... small diameter gear portion, 55 ... bolt, 56 ... sub gear, 56a ... external teeth, 56b ... internal teeth, 57 ... spring washer, 58 ... Bolt, 59 ... Housing, 59a ... Inner peripheral surface, 60 ... Cover, 60a ... Hole, 61 ... Vane rotor, 61a ... Outer peripheral surface, 61b ... Spline part, 61c ... Cylindrical space, 62, 63, 6 , 65 ... wall part, 62a, 63a, 64a, 65a ... concave part, 62b, 63b, 64b, 65b ... concave part, 66, 67, 68, 69 ... vane, 70 ... first pressure chamber, 71 ... second pressure chamber, 72 ... through hole, 72a ... oil groove, 72b ... through opening, 73 ... lock pin, 73a ... receiving hole, 73b ... tip, 74 ... spring, 75 ... locking hole, 76 ... oil passage, 77 ... annular oil Space, 78 ... Oil passage, 80 ... Advance angle oil passage opening, 81 ... Delay angle oil passage opening, 84 ... Advance angle control oil passage, 85 ... Delay angle control oil passage, 86 ... Advance angle control oil passage , 87 ... retard angle control oil path, 88 ... advance angle control oil path, 89 ... retard angle control oil path, 90 ... lubricating oil path, 91 ... inner circumferential groove, 92 ... advance angle control oil path, 93 ... retard angle control Oil passage 94 ... second oil control valve 95 ... supply passage 96 ... discharge passage 102 ... casing 104 ... 1 supply / discharge port, 106 ... second supply / discharge port, 107 ... valve portion, 108 ... first discharge port, 110 ... second discharge port, 112 ... supply port, 114 ... coil spring, 116 ... electromagnetic solenoid, 118 ... spool 123 ... Crank side electromagnetic pickup, 126 ... Cam side electromagnetic pickup, 130 ... Electronic control unit (ECU), 132 ... CPU, 133 ... ROM, 134 ... RAM, 135 ... Backup RAM, 136 ... Bus, 137 ... External input circuit 138: External output circuit.

Claims (12)

A variable valve timing mechanism that continuously changes the valve opening / closing timing of at least one of the intake valve and the exhaust valve, and a variable valve lift amount mechanism that continuously changes the valve lift amount of at least one of the intake valve and the exhaust valve. The target control position A that is the target control position of the variable valve timing mechanism and the target control position B that is the target control position of the variable valve lift amount mechanism are each based on at least one of the engine rotational speed and the engine load. Setting, operating the variable valve timing mechanism to match the control position of the variable valve timing mechanism with the target control position A, and adjusting the control position of the variable valve lift amount mechanism to the target control position B. Operates the variable valve lift mechanism, which reduces the number of intake and exhaust valves. For one Ku and also, the valve characteristic control apparatus for an internal combustion engine to a valve characteristic consisting the valve opening and closing timing and the valve lift amount variable,
A transient state occurs in which an operation for changing the control position of the variable valve timing mechanism toward the target control position A and an operation for changing the control position of the variable valve lift amount mechanism toward the target control position B overlap. When the determination is made, the change direction of the valve characteristic that matches the performance required for the internal combustion engine in this transient state is set as the required change direction during transient, and then the variable valve timing mechanism toward the target control position A is set. When it is determined that both the change direction of the control position and the change direction of the control position of the variable valve lift amount mechanism toward the target control position B coincide with the required change direction during transient, the variable valve timing mechanism high priority regarding operation of the highly responsive variable mechanism for a command from the control unit of and the valve lift amount variable mechanism It is positioned as a priority variable mechanism, and the other variable mechanism is positioned as a non-priority variable mechanism, and includes a transient control means for operating the valve timing variable mechanism and the valve lift amount variable mechanism based on the set priority. An internal combustion engine valve characteristic control device. A variable valve timing mechanism that continuously changes the valve opening / closing timing of at least one of the intake valve and the exhaust valve, and a variable valve lift amount mechanism that continuously changes the valve lift amount of at least one of the intake valve and the exhaust valve. The target control position A that is the target control position of the variable valve timing mechanism and the target control position B that is the target control position of the variable valve lift amount mechanism are each based on at least one of the engine rotational speed and the engine load. Setting, operating the variable valve timing mechanism to match the control position of the variable valve timing mechanism with the target control position A, and adjusting the control position of the variable valve lift amount mechanism to the target control position B. Operates the variable valve lift mechanism, which reduces the number of intake and exhaust valves. For one Ku and also, the valve characteristic control apparatus for an internal combustion engine to a valve characteristic consisting the valve opening and closing timing and the valve lift amount variable,
A transient state occurs in which an operation for changing the control position of the variable valve timing mechanism toward the target control position A and an operation for changing the control position of the variable valve lift amount mechanism toward the target control position B overlap. When the determination is made, the change direction of the valve characteristic that matches the performance required for the internal combustion engine in this transient state is set as the required change direction during transient, and then the variable valve timing mechanism toward the target control position A is set. When it is determined that only one of the change direction of the control position and the change direction of the control position of the variable valve lift amount mechanism toward the target control position B matches the transition request change direction, the control position Positioning the variable mechanism whose change direction coincides with the required change direction at the time of transient as a priority variable mechanism having a high priority for operation, A valve characteristic of an internal combustion engine, characterized by comprising a transient control means that positions the variable mechanism as a non-priority variable mechanism and operates the valve timing variable mechanism and the valve lift amount variable mechanism based on the set priority. Control device. The valve characteristic control device for an internal combustion engine according to claim 1 or 2,
The transient control means executes the setting of the priority based on the determination result that the transient state occurs, and the control position of the variable valve timing mechanism coincides with the target control position A and the valve The operation of the variable valve timing mechanism and the variable valve lift amount mechanism based on the set priority is continued until a state where the control position of the variable lift amount mechanism matches the target control position B is obtained. A valve characteristic control device for an internal combustion engine. The valve characteristic control device for an internal combustion engine according to any one of claims 1 to 3,
The transient control means sets the speed of change of the control position of the priority variable mechanism higher than the speed of change of the control position when not in a transient state, and operates the priority variable mechanism to change the non-priority variable A valve characteristic control device for an internal combustion engine, wherein the non-priority variable mechanism is operated by setting the change speed of the control position to be lower than the change speed of the control position when not in a transient state. In the internal combustion engine valve characteristic control device according to any one of claims 1 to 4,
The valve timing variable mechanism and the valve lift amount variable mechanism are each driven based on an output from a common drive source,
The transient control means outputs an output from the drive source to the priority variable mechanism from the drive source to the non-priority variable when operating the valve timing variable mechanism and the valve lift amount variable mechanism based on the set priority. A valve characteristic control device for an internal combustion engine, characterized in that the output is larger than the output to the mechanism. The valve characteristic control device for an internal combustion engine according to claim 4 or 5,
The transient control means terminates the process of limiting the change speed of the control position of the non-priority variable mechanism based on the determination that the control position of the priority variable mechanism matches the target control position. An internal combustion engine valve characteristic control device. In the valve characteristic control device for an internal combustion engine according to any one of claims 1 to 6,
The valve characteristic of the internal combustion engine, wherein the transient control means interrupts the change of the control position of the non-priority variable mechanism until it is determined that the control position of the priority variable mechanism matches a target control position. Control device. The valve characteristic control device for an internal combustion engine according to any one of claims 1 to 7,
The transient control means includes a change direction of the control position of the variable valve timing mechanism toward the target control position A and a change direction of the control position of the variable valve lift amount mechanism toward the target control position B. The valve characteristic control device for an internal combustion engine, wherein the change request direction during transient is set based on a change direction of at least one of the engine speed and the engine load. The valve characteristic control device for an internal combustion engine according to claim 8,
In the transient control means, the change direction of the control position of the valve timing variable mechanism toward the target control position A is a direction in which the valve opening / closing timing is retarded and the valve toward the target control position B Under the condition that the changing direction of the control position of the variable lift amount mechanism is the direction to decrease the valve lift amount,
Assuming that the change mode from the state where the engine speed is medium and the engine load is high to the state where the engine speed is reduced is a condition A, the change mode of the engine operation state is the condition when setting the required change direction during the transition. When A, the process of setting one of the direction in which the valve overlap is reduced and the direction in which the intake valve closing timing is advanced as the demand change direction during the transition, and the engine speed is low or medium and Assuming that the change mode from the state where the engine load is a partial load to the state where the engine load is reduced is Condition B, when the change mode of the engine operating state is the Condition B when setting the demand change direction during the transient, As the required change direction, one of the direction in which the closing timing of the intake valve is retarded, the direction in which the valve overlap is reduced, and the direction in which the closing timing of the intake valve is advanced is set. Processing
When the change mode from the state where the engine speed is high and the partial load is changed to the state where the engine load increases is set as the condition C, and the change mode of the engine operating state is set in the condition C when setting the demand change direction during the transition A process for setting one of a direction in which the valve overlap is reduced and a direction in which the closing timing of the intake valve is retarded as the demand change direction during the transition;
When the change mode from the non-idle state to the idle state when the engine is warm is set as the condition D, and the change mode of the engine operation state is in the condition D when setting the transition request change direction, the transient request change direction As a process to set the direction in which the valve overlap decreases,
When the change mode from the state where the engine load is low to the state where the engine rotational speed is reduced is defined as condition E, when the change mode of the engine operation state is set to the condition E when setting the required change direction during transient, the transient At least one of processing for setting the direction in which the valve closing timing of the intake valve is advanced as the time required change direction is executed as processing related to setting of the demand change direction during transient Valve characteristic control device. The valve characteristic control device for an internal combustion engine according to claim 8 or 9,
In the transient control means, the change direction of the control position of the valve timing variable mechanism toward the target control position A is a direction in which the valve opening / closing timing is retarded and the valve toward the target control position B Under the condition that the change direction of the control position of the variable lift amount mechanism is the direction to increase the valve lift amount,
A change mode of the engine operation state when setting the transient required change direction, with condition A as a change mode from a state where the engine speed is low or medium and the engine load is high to a state where the engine speed is increased Is in the condition A, a process of setting one of the direction in which the valve overlap increases and the direction in which the closing timing of the intake valve is retarded as the demand change direction during the transition;
When the engine speed is low or medium and the engine load is changed from a high load state to a state where the engine load decreases, the condition B is a change mode of the engine operation state when setting the transient demand change direction. When the condition B is satisfied, a process of setting one of a direction in which valve overlap increases and a direction in which the valve closing timing of the intake valve is retarded as the demand change direction during the transition;
A change mode from a state in which the engine speed is high and the engine load is low to a state in which the engine load increases is defined as a condition C. A process for setting either the direction in which the valve overlap increases or the direction in which the closing timing of the intake valve is retarded as the demand change direction during the transition,
When the change mode of the engine operating state under the condition that the engine rotational speed is overspeed is set as the condition D, and the change mode of the engine operating state is set to the condition D when setting the required change direction during the transient, the transient state Setting at least one of the processing for setting either the direction in which the valve opening timing of the intake valve is retarded or the direction in which the valve lift amount of the intake valve is increased as the time required change direction A valve characteristic control device for an internal combustion engine, characterized in that the control is executed as a process related to the above. The valve characteristic control device for an internal combustion engine according to any one of claims 8 to 10,
The transient control means is such that the change direction of the control position of the variable valve timing mechanism toward the target control position A is a direction in which the valve opening / closing timing is advanced and the valve toward the target control position B Under the condition that the changing direction of the control position of the variable lift amount mechanism is the direction to decrease the valve lift amount
When the engine speed is low or medium and the engine load is partially changed from the state where the engine load is increased to the condition where the engine load increases, the condition A is a change mode of the engine operating state when setting the direction of change in the demand change during the transition. When the condition A is satisfied, a process for setting one of the direction in which the closing timing of the intake valve is advanced and the direction in which the valve overlap is reduced as the demand change direction during the transition;
The change mode from the state where the engine speed is high and the engine load is high to the state where the engine load is reduced is defined as Condition B. A process for setting the direction in which the valve overlap increases as the demand change direction during the transition,
The change mode from the state where the engine rotation speed is high and the engine load is high to the state where the engine rotation speed is reduced is defined as a condition C. And C, when at least one of the processing for setting the direction in which the valve overlap decreases as the demand change direction at the time of transition is executed as processing for setting the demand change direction at the time of transient. A valve characteristic control device for an internal combustion engine. The valve characteristic control device for an internal combustion engine according to any one of claims 8 to 11,
The transient control means is such that the change direction of the control position of the variable valve timing mechanism toward the target control position A is a direction in which the valve opening / closing timing is advanced and the valve toward the target control position B Under the condition that the change direction of the control position of the variable lift amount mechanism is the direction to increase the valve lift amount,
When the mode of change from the idle state to the state in which the engine speed increases and the engine load increases is defined as Condition A, and the mode of change in the engine operating state is set to Condition A when the transitional demand change direction is set, A process for setting either the direction in which the closing timing of the intake valve is retarded or the direction in which the valve overlap is increased as the demand change direction;
The change mode of the engine operating state when setting the direction of change in the required demand at the time of transition, assuming that the change mode from the state where the engine speed is low or medium and the engine load is high to the state where the engine speed is increased is Condition B Is set in the condition B, a process for setting a direction in which the valve overlap increases as the transition demand change direction,
When the engine speed is low or medium and the engine load is changed from a high load state to a state in which the engine load decreases, the condition C is a change mode of the engine operating state when setting the transient required change direction. When the condition C is satisfied, a process for setting a direction in which the closing timing of the intake valve is retarded as the demand change direction during the transition;
When a change mode from a state where the engine rotation speed is high to a state where the engine rotation speed is increased is defined as a condition D, and the change mode of the engine operating state is set in the condition D when the transitional required change direction is set, A process of setting the direction in which the valve lift amount of the intake valve increases as the required change direction during transition;
A change mode from a state in which the engine speed is high and the engine load is high to a state in which the engine load is reduced is defined as a condition E. And setting the direction in which the valve overlap increases as the transition demand change direction, at least one of the processes is executed as a process related to setting the transition demand change direction. Engine valve characteristics control device.

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