JPH0456124B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a valve control device installed in an internal combustion engine.

Some high-power internal combustion engines have multiple intake or exhaust valves per cylinder. This type of internal combustion engine has a large communication passage between the intake passage and the combustion chamber, which is opened and closed by multiple intake or exhaust valves, so it can take in a large amount of air-fuel mixture, and the engine can run at high revolutions and high output. suitable for driving.

However, operating these types of internal combustion engines at low speeds reduces the engine's output. This is because when the engine is operated at low speeds, the amount of intake air decreases, and since this small amount of air is sucked into the combustion chamber through a wide communication path, the charging efficiency further decreases. This is because intake air blow-through occurs in the rotation range, so if the exhaust valve opening area is large, the filling efficiency will decrease. In other words, in general, in an internal combustion engine, air-fuel mixture is sucked by using the negative pressure and intake inertia generated in the combustion chamber during the engine's intake stroke, but during low-speed operation, the intake inertia weakens or Since intake air blow-by occurs, the engine output decreases as shown by the solid line in FIG. 1.

In order to eliminate such problems, there are various valve control devices, one example of which is disclosed in Japanese Patent Application Laid-Open No. 58-82033.
Techniques like No. 1 are known. This technology suspends the operation of some of the multiple intake or exhaust valves when the engine is operated in a low rotation range.
This method narrows the area of the communication passage between the intake or exhaust passage and the combustion chamber to make use of intake inertia even during low-speed operation, and to reduce intake blow-through.

The engine output characteristics when the operation of some of the plurality of intake or exhaust valves is stopped is as shown by the broken line in Fig. 1 at a predetermined engine speed N ₁
It intersects the output characteristic (solid line in FIG. 1) when there is no pause. This predetermined rotational speed _N1 is approximately constant regardless of the size when the valve opening θth of the intake air amount throttle valve is equal to or larger than the predetermined opening. Therefore, when the engine speed Ne is lower than a predetermined rotation speed N ₁ , the engine is operated with some of the valves in a rest state (hereinafter referred to as the "rest valve state"), and when it is higher than a predetermined rotation speed N ₁ , all valves are operated. When the engine is operated in this state, even in the above-mentioned type of internal combustion engine, it is possible to avoid a decrease in engine output during low-speed operation.

However, when the throttle valve opening degree θ _TH is small, the absolute amount of intake air amount decreases due to the throttle valve throttling. Therefore, when the throttle valve opening θ _TH becomes less than the predetermined opening, for example, when it becomes 1/16 of the full opening, the engine output characteristics will be such that all valves are operated in the entire engine rotational speed range Ne. The idle valve state (dotted line in FIG. 1) is superior to the state (dotted chain line in FIG. 1). Particularly in the case of engines installed in vehicles, the ease of handling of the vehicle and the _flexibility of the engine are determined by how far the operating state can be maintained at extremely low speeds (top-slow). The important point is the engine's output characteristics when narrowed down to .

On the other hand, a valve deactivation device that switches between a deactivated valve state and an all-valve operating state is a hydraulically actuated device that is incorporated into an engine oil circulation system and uses engine oil as hydraulic fluid. Therefore, when the engine oil temperature is low and the oil viscosity is high, the response of the valve deactivation device may be slow.

For this reason, the above-mentioned predetermined rotation speed N ₁ is, for example,
If it is set to 2000 rpm, the actual switching of the deactivation valve device will be at 2000 + α rpm, which is the addition of the error α due to oil viscosity, and if an engine equipped with such a valve deactivation device is installed in a vehicle. This may cause discomfort to the passengers.

The present invention has been made in view of the above-mentioned points, and it is possible to appropriately operate a valve control device according to changes in the operating state of the engine and according to the temperature of the hydraulic oil to increase the output of the engine. The aim is to provide the best output while not causing discomfort to the occupants.

In order to achieve this object, a first invention provides a valve control device capable of selecting two different valve operation modes for the operation of the intake or exhaust valve of each cylinder of an internal combustion engine depending on the operating state of the engine.
When the engine speed reaches a predetermined number of rotations or more and the valve opening of the intake air amount throttle valve becomes a predetermined opening or more, the valve control device is switched to one valve operation mode suitable for the high speed rotation range of the engine. and when the engine speed becomes less than the predetermined rotation speed or the throttle valve opening becomes less than the predetermined opening, the valve control device is switched to select the other valve operation mode suitable for the low speed rotation range of the engine. A second aspect of the present invention provides a valve train control device characterized in that it is equipped with a control device that selects a control device, and furthermore, a second invention provides a valve control device that controls the operation of the intake or exhaust valve of each cylinder of an internal combustion engine in two different ways depending on the operating state of the engine. In a valve control device that can select a valve operating mode, when the engine speed is at least a predetermined rotation speed, the valve opening of the intake air flow throttle valve is at least the predetermined opening, and the parameter signal value representing the engine oil temperature is When the engine oil temperature reaches or exceeds a predetermined value, the valve control device is switched to select a valve operation mode suitable for the high-speed rotation range of the engine, and the engine rotation speed is lower than or equal to the predetermined rotation speed. or a control device that switches the valve operating control device to select a valve operating mode suitable for the low speed rotation range of the engine when the throttle valve opening becomes less than the predetermined opening or the parameter signal value becomes less than the predetermined value; The present invention provides a valve train control device characterized by the following features.

An embodiment of the present invention will be described below with reference to the drawings. In this embodiment, the valve control device according to the present invention is applied as a valve stop device that stops the operation of a portion of the intake and exhaust valves.

FIG. 2 shows a four-wheel drive system equipped with a valve control device according to the present invention.
FIG. 1 is a longitudinal cross-sectional view of a 16-cylinder internal combustion engine. In the figure, a piston 4 connected to a crankshaft 2 of an internal combustion engine 1 via a connecting rod 3 is slidably fitted into a cylinder barrel 6 provided within a cylinder block 5.

A cylinder head 7 mounted on the upper part of the cylinder block 5 is provided with an intake passage 9 and an exhaust passage 10 that communicate with a combustion chamber 8. (not shown) is connected to the downstream side of the exhaust passage 1.
0 is connected to an exhaust pipe (not shown).

The communication section between the intake passage 9 and the combustion chamber 8 is opened and closed by two intake valves 11 (only one shown) arranged in parallel, and the communication section between the exhaust passage 10 and the combustion chamber 8 is also arranged in parallel. It is opened and closed by two exhaust valves 12 (only one is shown).

Since the activation/pause mechanism of the two intake valves 11 and the activation/pause mechanism of the two exhaust valves 12 are the same, a description of the activation/pause mechanism of the exhaust valves 12 will be omitted below. - Only the pause mechanism will be explained.

The two intake valves 11 that respectively open and close two valve seats 13 arranged in parallel in the communication portion between the combustion chamber 8 and the intake passage 9 are connected to an intake valve guide 14 (1).
(Only shown in the figure). At the upper ends of the two intake valves _11-1 and _11-2 , there is a rocker arm 1 on the normally operating side, as shown in FIGS. 3 and 4.
_5-1 and the respective ends of the rest side rocker arm _15-2 are in contact with each other.

In FIG. 3, the normally moving side rocker arm 15-
₁ and the rest rocker arm _15-2 are arranged side by side and are pivotally supported by a common intake rocker arm shaft 16.

A piston 17 is disposed inside the normally-moving side rocker arm _15-1 , and the hole 1 into which the piston 17 is slidably fitted is provided.
A back pressure chamber 18a formed at one end of the shaft 16 and an oil supply passage 16a formed at the axis of the shaft 16 communicate with each other via oil holes 18b, 16b.

Stop side rocker arm _15-2 of piston 17
The end face of the side abuts the guide pin 19 disposed in the idle side rocker arm _15-2 , and the guide pin 1
Reference numeral 9 denotes a spring 2 disposed on the back of the guide pin 19.
The piston 17 is urged in the direction of the rocker arm _15-1 on the normally moving side with an elasticity of 0. Note that the reference numeral 21 is an air vent hole.

3 and 4, pressure oil is supplied to the oil supply passage 16a, the pressure oil flows into the back pressure chamber 18a through the oil holes 16b and 18b, and the piston 17 moves against the elasticity of the spring 20 to move the rest side rocker arm. _15-2 shows the state when it is fitted into the guide hole 22 of No. 15-2.
In this state, both Rocker arm 1 on the normally operating side and on the resting side
_5-1 and _15-2 are connected by the piston 17, and the rocker arm _15-1 on the normally moving side
When the surface of the intake side cam 24 slides into contact with the rocker arm cam slipper 23 formed on the upper part of the rocker arm cam slipper 23, the rocker arms _15-1 and 15 on the normally operating side and the idle side respectively
- ₂ swing around the shaft 16 based on the cam force and the elasticity of the valve spring 25, and as a result, the two intake valves _11-1 and _11-2 are simultaneously connected to the intake passage 9 and the combustion chamber. 8 and crankshaft 2
Opens and closes in synchronization with the rotation of.

5 and 6, when the oil pressure in the oil supply passage 16a decreases, the piston 17 is pushed back into the hole 18 of the rocker arm 15-1 on the normally operating side by the elasticity of the spring 20, and the piston 17 is pushed back into the hole 18 of the rocker arm _15-1 on the normally operating side and the rest side. both rotscar arms 1
This shows a state in which the connection between _5-1 and _15-2 is disconnected. In this state, the cam force caused by the rotation of the cam 23 is not transmitted to the rest rocker arm _15-2 .

Therefore, communication between the intake passage 9 and the combustion chamber 8 is opened and closed only by the intake valve _11-1 on the normally operating side.
The inactive valve _11-2 is in an inactive state and one of the valve seats 13 is closed.

FIG. 7 is a diagram showing an engine oil circulation system that operates the valve control device.

The engine oil that is force-fed from the oil pump 26 to the oil supply passage 28 via the filter 27 is supplied to the sliding and rolling parts 29 of each part of the engine, and the intake air that communicates with the back pressure chamber 18a on the intake side of each cylinder. Oil supply passage 16a in the side rocker arm shaft
and a refueling passage 16 in the exhaust-side Rockcar armshaft that communicates with the back pressure chamber 18a' on the exhaust side of each cylinder.
The oil is supplied to a' through an oil supply passage 30. The tip end 31 of each oil supply passage 16a, 16a' is formed in the shape of an orifice, and excess pressure oil is discharged into the cylinder head through the orifice 31.

An electromagnetic solenoid valve 32 is disposed between the oil supply passages 28 and 30, and a solenoid 33 of the electromagnetic solenoid valve 32 is electrically connected to a control device 34. This control device 34
It is electrically connected to an engine oil temperature sensor 35 and a throttle valve opening sensor (not shown) disposed in the middle of the engine 8, and receives signals of engine oil temperature and engine speed, and throttle valve opening as will be described in detail later. Solenoid 3 receives a signal indicating
3, and controls the flow of pressure oil to the oil supply passage 30 side.

The structure of the valve mechanism of the electromagnetic solenoid valve 32 is shown in FIG. In FIG. 8, an electromagnetic solenoid 33 is disposed outside one end of a spool valve 38 that is slid into a valve hole 37 formed between the oil supply passage 30, the oil supply passage 28, and the leak hole 36. There is. A spring 39 is disposed at the other end of the spool valve 38.

When the electromagnetic solenoid 33 is energized, the spool valve 38 moves to the right against the pressure of the spring 39 due to electromagnetic force, and as a result, the oil supply passages 28 and 30 are communicated with each other, and the oil supply passage 30 and the leak hole 36 are communicated with each other. Be cut off. When the energization is stopped, the spool valve 38 moves to the left by the elasticity of the spring 39, and as a result, the communication between the oil supply passages 28 and 30 is cut off, and the oil supply passage 30 and the leak hole 36 are brought into communication.

An accumulator chamber 42 is provided between the valve hole 37 of the oil supply passage 28 and the engine oil temperature sensor 35. The accumulator chamber 42 is provided with a piston 41 that slides due to the pressure difference between the elasticity of a spring 40 and the oil pressure.

FIG. 9 is a block diagram showing one embodiment of the internal configuration of the control device 34.

The output terminal of the rotation speed sensor 40 is connected to the input terminal of a frequency-to-voltage converter (hereinafter referred to as "f-V converter") 41, and the output terminal of the f-V converter 41 is connected to the input terminal of a comparator 42. There is. The output terminal of the comparator 42 is connected to one input terminal of an AND circuit 43 and also to one input terminal of an arithmetic circuit 44 .

This rotational speed sensor 40 outputs an electric signal having a frequency proportional to the engine rotational speed, and also supplies this signal to an f-V converter 41, which converts the output signal of the sensor 40 into an engine rotational speed. The comparator 42 converts it into a proportional voltage _VN .
supply to. The comparator 42 compares the voltage V _N with a predetermined voltage value V ₁ corresponding to a predetermined engine speed (for example, 2000 rpm), and outputs a high level voltage when V _N ≧ V ₁ , that is, when the engine speed is higher than the predetermined speed. The voltage is output to the AND circuit 43, and when V _N <V ₁ , that is, when the engine speed is lower than the predetermined speed, a low level voltage is output to the AND circuit 43.

Note that, instead of using a special sensor as the engine rotation speed sensor, for example, the ignition signal may be smoothed to extract a voltage proportional to the engine rotation speed, and this may be supplied to the comparator 42.

The output terminal of the engine oil temperature sensor 35 is connected to the input terminal of a comparator 45, and the output terminal of the comparator 45 is connected to one input terminal of an AND circuit 43 and to one input terminal of an arithmetic circuit 44. .

This temperature sensor 35 converts the temperature of engine oil, which is the hydraulic oil of the valve control device, into a corresponding voltage V _T and supplies it to a comparator 45 . The comparator 45 compares the voltage V _T with a predetermined voltage value V ₂ corresponding to a predetermined engine oil temperature, and when V _T ≧V ₂ , that is, when the oil temperature is higher than the predetermined temperature and it is determined that the oil viscosity is low. High level voltage AND circuit 4
3 and outputs a low level voltage to the AND circuit 43 when V _T <V ₂ , that is, when it is determined that the oil temperature is lower than the predetermined temperature, the oil viscosity is high, and the delay in the operation response of the valve control device is large. Output.

Note that the temperature sensor 35 does not need to directly detect the engine oil temperature. For example, a sensor that detects the temperature of the engine itself such as the cylinder or cylinder head, or a sensor that detects the valve opening of the choke valve, the position of the choke lever, etc. is installed, and the parameter signal values output from these sensors are used to determine the oil temperature. It may also be supplied to the comparator 45 as a function value.

The output terminal of the throttle valve opening sensor 46 is connected to the input terminal of a comparator 47, and the output terminal of the comparator 47 is connected to one input terminal of the AND circuit 43.

This throttle valve opening degree sensor 46 converts the throttle valve opening degree into a corresponding voltage Vθ and comparator 47
The comparator 47 compares the voltage Vθ with a predetermined voltage value V ₃ corresponding to a predetermined throttle valve opening (eg, 1/12 opening when fully open). And Vθ≧V ₃
In other words, when the throttle valve opening is greater than or equal to a predetermined opening, a high level voltage is output to the AND circuit 43;
When Vθ<V ₃ , that is, when the throttle valve opening is smaller than a predetermined angle and it is determined that the absolute amount of intake air is small, a low level voltage is applied to the AND circuit 43.
Output to.

The output terminal of the AND circuit 43 is the switch circuit 5.
It is connected to the second control terminal. This switch circuit 52 is inserted and connected between a power source, for example, a battery 53, and the solenoid 33 of the electromagnetic solenoid valve 32 (Figs. 7 and 8) described above, and when the signal input to the control terminal is at a high level, Batsuteri 5
3 and solenoid 33 to connect solenoid 33.
When the signal input to the control terminal is at a low level, this connection is cut off and the energization to the solenoid 33 is stopped.

The output terminal of the arithmetic circuit 44 to which the signals from the comparators 42 and 45 are input is connected to the base of the transistor 54. The collector of the transistor 54 is connected to the output terminal of the AND circuit 43, and the emitter is grounded.

The arithmetic circuit 44 makes the transistor 54 conductive when the signal from the temperature sensor 35 shows a predetermined change state as will be described in detail later, and the voltage applied to the control terminal of the switch circuit 52 regardless of the output of the AND circuit 43. The switch circuit 52 is kept in an open state by setting the level to a low level.

With the above configuration, when the voltage levels applied to each input terminal of the AND circuit 43 all become high level, that is, the throttle valve opening becomes more than the predetermined opening, the engine speed becomes more than the predetermined speed, and the engine When the oil temperature reaches a predetermined temperature or higher, the AND circuit 43 outputs a high level signal and applies the signal to the control terminal of the switch circuit 52. At this time, the switch circuit 52 is closed, the solenoid 33 is energized, and the spool valve 38 of the electromagnetic solenoid valve 32 moves to the right in FIG.
Engine oil pumped from the oil pump 26 is supplied to the oil supply passages 16a, 16a' (FIG. 7).

As a result, pressure oil is supplied to each of the back pressure chambers 18a, 18a', and the piston 17 slides between the normally active rocker arm _15-1 and the rest rocker arm _15-2.
(Fig. 3) and the engine is operated with all valves in operation.

When the voltage level applied to any one of the input terminals of the AND circuit 43 (FIG. 9) is low level, the AND circuit 43 outputs a low level signal and applies the signal to the control terminal of the switch circuit 52. do. At this time, the switch circuit 52 is opened, the energization to the solenoid 33 is cut off, and the spool valve 38 of the electromagnetic solenoid valve 32 moves to the left in FIG. , 16a' (FIG. 7) is cut off.

As a result, the piston 17 (FIG. 5) is moved by the spring 20
is pushed back by the normally operating side rocker arm _15-1 , and the connection between the normally operating side rocker arm _15-1 and the idle side rocker arm _15-2 is severed, and the engine is operated in the idle valve state.

Even if the engine rotation speed exceeds the predetermined rotation speed when the engine oil temperature is below the predetermined temperature, the output voltage of the AND circuit 43 remains at a low level. When the engine warms up and the oil temperature exceeds a predetermined temperature at a high engine speed, the output voltage of the AND circuit 43 changes to a high level. However, the engine speed at the time of this change may be extremely high, and in such a case, the change in the output of the AND circuit 43 causes the valve control device to change from the idle valve state to all valve operation. When the state is switched, the shock at the time of switching is large, which is unfavorable in terms of operational performance and equipment durability.

The arithmetic circuit 44 operates the comparators 42 and 4 when the above change occurs, that is, when the oil temperature exceeds the predetermined temperature when the engine speed is higher than the predetermined rotation speed.
This state is detected by the output signal of the switch circuit 52, and a control signal is output to the base of the transistor 54 to make the transistor 54 conductive, thereby maintaining the voltage applied to the control terminal of the switch circuit 52 at a low level.
Therefore, in such a case, the valve control device is maintained in the valve inactive state and no changeover to the normal state in which all valves are operated is performed.

The maintenance of the inactive valve state by the arithmetic circuit 44 is canceled when the engine speed once drops below a predetermined speed and then exceeds the predetermined speed again, and the valve is switched to the all-valve operating state.

In addition, in the above-mentioned control circuit 34, the engine speed,
We have explained an example in which the switching operation of the valve train control device is performed when the throttle valve opening degree and oil temperature each exceed a predetermined value, but if these predetermined values have hysteresis characteristics, the switching operation can be made more stable. It can be done by For example, when the throttle valve opening degree and oil temperature are each above a predetermined value, when the engine speed exceeds 2000 + 100 rpm, the state is switched to all valves operating state, and the engine speed decreases.
Adding a hysteresis circuit to the control circuit 34 that allows switching to the idle valve state when the engine speed drops below 2000-100 rpm avoids the problem of repeated switching operations of the valve control device when the engine is operated at 2000 rpm. be able to. The same applies to the predetermined temperature and the predetermined throttle valve opening.

FIG. 10 is an electrical circuit diagram of another embodiment of the control device 34.

In this embodiment, the switch 61 and the solenoid 33 of the relay circuit 60 are connected in series between the anode of the battery 53 and the ground, and the switches 70, 71, 72 and the relay circuit 60 are connected between the anode of the battery 53 and the ground. excitation coils 62 are connected in series.

Switch 70 is closed when the engine speed is above a predetermined speed, switch 71 is closed when the engine oil temperature is above a predetermined temperature, and switch 72 is closed when the throttle valve opening is above a predetermined opening. , switch 73 is closed when the clutch is engaged.

The switch 61 of the relay circuit 60 is the excitation coil 6
2 is closed when energized.

With this configuration, when the engine rotation speed becomes a predetermined rotation speed or more, the oil temperature becomes a predetermined temperature or more, and the throttle valve opening becomes a predetermined opening or more, the switches 70, 71, and 72 are all closed, and the excitation coil is closed. 62 from the battery 53, and as a result, the switch 61 is closed and the solenoid 33 is energized.

When at least one of the switches 70, 71, and 72 is opened, that is, when the engine speed is below a predetermined rotation speed, the oil temperature is below a predetermined temperature, or the throttle valve opening is below a predetermined opening,
The excitation coil 62 is de-energized and the switch 61 is turned off.
is opened and power to the solenoid 33 is cut off.

In this way, the energization of the solenoid 33 of the electromagnetic solenoid valve 32 is controlled, and switching control of the valve control device is performed in the same manner as described above.

In each of the above-mentioned embodiments, a control device for controlling energization of a solenoid of an electromagnetic solenoid valve as a switching mechanism of a valve control device has been described.
The present invention is not limited to this, but if the valve control device is configured with another switching mechanism, the switching mechanism may be configured to change the engine speed, the throttle valve opening,
Any control may be used as long as it is controlled based on oil temperature.

Further, in the above embodiment, the valve control device is applied to a valve stop device that stops operation of a part of the intake and exhaust valves, but the present invention is not limited to this, and the valve control device is applied to a valve control device that stops operation of a part of the intake and exhaust valves. The present invention may also be applied to a device that performs a substantial pause or cancellation of a pause by a minute lift, a change in valve lift timing, etc. as the operating modes of two different valves to be selected.

As explained above, in the first invention, in a valve control device that can select two different valve operation modes depending on the operating state of the engine for the operation of the intake or exhaust valve of each cylinder of an internal combustion engine, the engine rotation When the number of revolutions exceeds a predetermined number of revolutions and the opening degree of the intake air flow throttle valve reaches a predetermined opening degree or more, the valve control device is switched to select one valve operation mode suitable for the high speed rotation range of the engine. Then, when the engine rotational speed becomes less than the predetermined rotational speed or the throttle valve opening becomes less than the predetermined opening, the valve control device is switched to select the other valve operation mode suitable for the low speed rotation range of the engine. Since the control device is provided, it is possible to improve the output characteristics of the engine when the throttle valve opening is small, and the driving performance at extremely low speeds is improved.

Further, in a second aspect of the present invention, there is provided a valve control device capable of selecting two different valve operation modes for operating the intake or exhaust valves of each cylinder of an internal combustion engine depending on the operating state of the engine. When the rotational speed is higher than the specified value, the valve opening of the intake air flow throttle valve is equal to or higher than the predetermined opening, and the parameter signal value representing the engine oil temperature is equal to or higher than the predetermined value, so that the engine oil temperature exceeds the predetermined temperature. The valve control device is switched to select a valve operating mode suitable for the high-speed rotation range of the engine, and the engine speed is below the predetermined rotation speed, the throttle valve opening is below the predetermined opening, or the parameter signal value is below the predetermined opening. Since the present invention includes a control device that switches the valve control device to select a valve operation mode suitable for the low speed rotation range of the engine when the temperature drops below a predetermined value, in addition to the effects of the first invention, the engine oil temperature Since switching of the valve operating mode of the valve control device is prohibited when the voltage is low, it is possible to prevent the occupant from feeling uncomfortable when switching.

[Brief explanation of the drawing]

Fig. 1 is a graph showing the engine output characteristics of an internal combustion engine equipped with a valve control device, Fig. 2 is a longitudinal sectional view of an internal combustion engine equipped with a valve control device according to the present invention, and Fig. 3 is a graph showing the normally operating side. Figure 4 is a side view of the Rocker arm when all valves are in operation, and Figure 5 is a cross-sectional view of the Rocker arm showing the connection between the Rocker arms on the normally operating side and the idle side. Figure 6 is a side view of the Rocker arm in the idle valve state, Figure 7 is a hydraulic circuit diagram of the hydraulic oil system of the valve control device, and Figure 8 is the hydraulic circuit diagram of the valve control device. FIG. 9 is a cross-sectional view of a valve mechanism of an electromagnetic solenoid valve that switches the pressure oil path of hydraulic oil, FIG. 9 is a block diagram of an electric circuit showing an embodiment of the control device of the valve train control device according to the present invention, and FIG. FIG. 3 is an electrical circuit diagram of another embodiment of the control device. DESCRIPTION OF SYMBOLS 1... Internal combustion engine, 2... Crankshaft, 4... Piston, 8... Combustion chamber, 9... Intake passage, 11-1... Normal operation side intake valve, _{11-2 ...} Dormant side intake valve,
_15-1 ...Normal operation side Rocker arm, _15-2 ...Stopping side Rocker arm, 16a...Oil supply passage, 18a...
Back pressure chamber, 20... Spring, 23... Cam slipper, 26
...oil pump, 32...electromagnetic solenoid valve,
33... Solenoid, 34... Control device, 35... Temperature sensor, 38... Spool valve, 40... Rotation speed sensor, 43... AND circuit, 46... Throttle valve opening sensor, 52... Switch circuit, 53... Battery,
60... Relay circuit, 70, 71, 72... Switch.

Claims (1)

[Scope of Claims] 1. A valve control device capable of selecting two different valve operation modes for the operation of the intake or exhaust valves of each cylinder of an internal combustion engine depending on the operating state of the engine, provided that the engine speed is a predetermined number of rotations. When the valve opening degree of the intake air flow throttle valve reaches a predetermined opening degree or more, the valve control device is switched to select one valve operating mode suitable for the high speed rotation range of the engine, and the engine rotation speed is a control device that switches the valve operating control device to select the other valve operation mode suitable for the low speed rotation range of the engine when the engine speed becomes less than the predetermined rotation speed or the throttle valve opening becomes less than the predetermined opening degree. A valve control device characterized by: 2. In a valve control device capable of selecting two different valve operation modes for the operation of the intake or exhaust valves of each cylinder of an internal combustion engine depending on the operating state of the engine, when the engine speed reaches a predetermined speed or higher and the intake air Switching the valve control device when the valve opening of the volume throttle valve becomes a predetermined opening or more and a parameter signal value representing the engine oil temperature shows a predetermined value or more, so that the engine oil temperature becomes a predetermined temperature or more. A valve operation mode suitable for the high-speed rotation range of the engine is selected, and when the engine speed is below the predetermined rotation speed, the throttle valve opening is below the predetermined opening, or the parameter signal value is below the predetermined value, A valve control device characterized by comprising a control device that switches the valve control device to select a valve operating mode suitable for a low speed rotation range of an engine.