JP2001214767A - Internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the drivability in an internal combustion engine provided with a valve system capable of opening and closing intake and exhaust valves at optional timings by proposing a technique allowing the switching of cycle number of the internal combustion engine according to a driver's request. SOLUTION: This internal combustion engine comprises the valve system capable of opening and closing the intake valve and the exhaust valve at optional timings, a high output request input means for inputting the high output request of the internal combustion engine, and an operation cycle control means for controlling the valve system, in the input of the high output request by the high output request input means, in order to operate the internal combustion engine at an operation cycle number smaller than the operation cycle number in general operation. When the high output request is inputted by the driver, the operation cycle number of the internal combustion engine is reduced to enhance the engine torque, whereby the output of the internal combustion engine is enhanced without raising the engine speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine mounted on an automobile or the like, and more particularly, to an internal combustion engine provided with a valve operating mechanism capable of arbitrarily changing the opening / closing timing of an intake valve and an exhaust valve.

[0002]

2. Description of the Related Art In recent years, in internal combustion engines mounted on automobiles and the like, mechanical loss caused by opening and closing of intake and exhaust valves has been prevented.
For the purpose of preventing pumping loss of intake air and improving net thermal efficiency, development of a valve operating mechanism capable of arbitrarily changing the opening / closing timing of an intake valve and an exhaust valve has been advanced.

The above-described valve operating mechanism includes, for example, an armature made of a magnetic material and moving forward and backward in conjunction with an intake / exhaust valve, and a valve closing mechanism for attracting the armature in a valve closing direction when an exciting current is applied. An electromagnet, a valve-opening electromagnet that attracts the armature in a valve-opening direction when an exciting current is applied, a valve-closing-side return spring that urges the armature in a valve-closing direction, and the armature in a valve-opening direction. 2. Description of the Related Art There is known an electromagnetically driven valve mechanism including an urging valve-opening return spring.

According to such an electromagnetically driven valve train,
Since there is no need to use the rotational force of the engine output shaft (crankshaft) to open and close the intake and exhaust valves as in the conventional valve train, the engine output loss due to the drive of the intake and exhaust valves by the engine output shaft is eliminated. Is prevented.

Further, according to the electromagnetic drive device described above, it is not necessary to open and close the intake and exhaust valves in conjunction with the rotation of the engine output shaft unlike the conventional valve operating mechanism. The intake and exhaust valves can be opened and closed at any time by changing the application timing of the excitation current to the valve electromagnet, so that the intake air amount of each cylinder can be controlled without using an intake throttle valve (throttle valve). It is possible to do. As a result, pumping loss of intake air caused by the throttle valve is suppressed.

Conventionally, an engine control device having an electromagnetic intake / exhaust valve as disclosed in Japanese Patent Application Laid-Open No. 10-103092 has been proposed as a technique using an electromagnetically driven valve operating mechanism. The engine control device having the electromagnetic intake / exhaust valve described in the above-mentioned publication, when the operating state of the internal combustion engine is in a low load operation range, in an internal combustion engine having an electromagnetically driven valve operating mechanism, the number of cycles is reduced. Control the opening and closing timing of electromagnetic intake and exhaust valves to increase
When the operating state of the internal combustion engine is in the low rotation / high load operation range, the pumping loss of the internal combustion engine is reduced in the low load operation range by controlling the opening and closing timing of the electromagnetic intake / exhaust valve to reduce the number of cycles. However, in the high-load operation range, an attempt is made to increase the output of the internal combustion engine.

[0007]

By the way, in the above-mentioned engine control apparatus having the conventional electromagnetic intake and exhaust valves,
Although it is possible to change the cycle number of the internal combustion engine according to the operation state of the internal combustion engine, it is impossible to change the cycle number of the internal combustion engine according to the driver's request,
There is a need for a technology that can change the number of cycles of an internal combustion engine according to a driver's request.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and relates to an internal combustion engine having a valve operating mechanism capable of opening and closing an intake valve and an exhaust valve of the internal combustion engine at arbitrary timings. By providing a technology that allows the number of cycles of the internal combustion engine to be switched according to the requirements of
The purpose is to improve drivability.

[0009]

The present invention employs the following means in order to solve the above-mentioned problems.
That is, the internal combustion engine having the electromagnetically driven valve according to the present invention has a valve operating mechanism capable of opening and closing an intake valve and an exhaust valve of the internal combustion engine at an arbitrary timing, and a high-pressure mechanism for inputting a high output request of the internal combustion engine. When a high output request is input by the output request input unit and the high output request input unit, the valve operating mechanism is controlled so that the internal combustion engine is operated with a smaller number of operation cycles than a normal operation. Operating cycle control means.

In the internal combustion engine configured as described above, the driver of the vehicle equipped with the internal combustion engine inputs a high output request to the high output request input means at a desired time. When a high output request is input by the high output request input unit, the cycle control unit controls the valve mechanism so that the number of operation cycles of the internal combustion engine is made smaller than in the normal operation.

That is, the internal combustion engine is operated with a smaller number of operation cycles when a high output request is input than during normal operation, that is, when no high output request is input.

When the number of operation cycles of the internal combustion engine is reduced, the rate of combustion of the air-fuel mixture per one revolution of the engine output shaft (crankshaft) of the internal combustion engine is increased. High output can be obtained.

For example, during normal operation, the valve train is controlled to operate the internal combustion engine in four cycles, and when a high output request is input, the valve train is controlled to operate the internal combustion engine in two cycles. In the four-cycle operation, the mixture is burned once while the engine output shaft rotates twice in each cylinder, whereas in the two-cycle operation, the mixture is burned while the engine output shaft rotates once in each cylinder. Qi will be burned once.

Under the condition that the engine speed during the four-cycle operation is the same as the engine speed during the two-cycle operation, the engine output during the two-cycle operation is higher than the engine output during the four-cycle operation. Become. That is, when the internal combustion engine is operated for two cycles, a higher engine output can be obtained at a lower engine speed than when the internal combustion engine is operated for four cycles. Increased losses and increased fuel consumption are prevented.

Therefore, the internal combustion engine having the electromagnetically driven valve according to the present invention is operated with a smaller number of operation cycles than in the normal operation when the driver inputs a high output request at an arbitrary time, and as a result, It is possible to obtain a desired engine output while suppressing an increase in consumption.

The high-output request input means is, for example, an automatic transmission capable of automatically changing the gear ratio, preferably a continuously variable transmission (C) capable of continuously changing the gear ratio continuously.
A shift mode changeover switch for switching a shift mode of VT (Continuously Variable Transmission) can be exemplified.

In this case, when the shift mode selection switch selects a shift mode more suitable for high-power operation than the normal shift mode, the operating cycle control means selects the number of operating cycles of the internal combustion engine to the normal shift mode. By controlling the valve operating mechanism so as to be less than in the case where the engine speed is reduced, the engine output can be increased without increasing the engine speed.

In the internal combustion engine according to the present invention, as the valve mechanism, for example, an electromagnetically driven valve mechanism that opens and closes an intake valve and an exhaust valve by using electromagnetic force, or a hydraulic system that uses hydraulic pressure. A hydraulically driven valve operating mechanism for opening and closing the intake valve and the exhaust valve can be exemplified.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, specific embodiments of the internal combustion engine according to the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of a power train of a vehicle equipped with an internal combustion engine according to the present invention. FIG.
, A power train of the vehicle includes an internal combustion engine (E / G) 1 serving as a driving source of the vehicle and the internal combustion engine (E / G).
A torque converter (T / C) 101 that is connected to the engine output shaft (crankshaft) and amplifies the rotational torque of the crankshaft;
C) A continuously variable transmission (CVT) 102 which is connected to the output shaft of 101 and continuously and continuously changes the rotation speed of the output shaft.
A propeller shaft 103 connected to an output shaft of a continuously variable transmission (CVT) 102; and a differential connected to the propeller shaft 103 and transmitting rotational torque of the propeller shaft 103 to a wheel serving as a driving wheel via a drive shaft 105. And a gear 104.

The continuously variable transmission (CVT) 102 includes two variable pulleys each including a combination of a movable rotary member and a fixed rotary member movable in the direction of the rotation axis.
A belt that connects these two variable pulleys, and an actuator that changes the belt winding radius by changing the groove width of each variable pulley by displacing the variable rotor of each variable pulley using hydraulic pressure. A belt-type continuously variable transmission configured by connecting the rotating shaft of one variable pulley to the output shaft of the torque converter (T / C) 101 and connecting the rotating shaft of the other variable pulley to the propeller shaft 103 ( CVT).

The belt type continuously variable transmission (C)
In (VT), the actuator changes the groove width of each variable pulley (in other words, the winding radius of the belt) while keeping the belt tension constant, whereby the propeller with respect to the output shaft of the torque converter (T / C) 101 is changed. It is possible to continuously change the gear ratio of the shaft 103.

As another example of the continuously variable transmission (CVT) 102, a power roller is interposed between a pair of disks having a toroidal surface, and the power roller is tilted so that the power roller and the disk can be connected to each other. A toroidal-type continuously variable transmission (CVT) 102 that changes the speed ratio between the disks by changing the radius of the contact point can also be exemplified.

The torque converter (T / C) 101 and the continuously variable transmission (CVT) 102 are provided with an electronic control unit (Electronic Control) comprising a microcomputer.
Unit: ECU, hereinafter referred to as CVT-ECU) 20
0 via electric wiring, and its CVT-E
The torque converter (T / C) 101 by the CU 200
For example, switching between engagement and non-engagement of a lock-up clutch (not shown) incorporated in the control unit, change of the gear ratio of the continuously variable transmission (CVT) 102, and the like are controlled.

The CVT-ECU 200 is connected to a mode changeover switch 201 installed in the interior of the vehicle via electric wiring. This mode switch 201
Is a switch for switching the speed change mode of the continuously variable transmission (CVT) 102. In the present embodiment, the switch is an internal combustion engine (E
/ G) is a switch for switching between a shift mode (economy mode) suitable for driving the internal combustion engine (E / G) 1 at high output and a gear mode (power mode) suitable for driving the internal combustion engine (E / G) 1 at high output. This realizes a high output request input unit according to the present invention.

In the CVT-ECU 200, a rotation speed sensor 202 attached to the continuously variable transmission (CVT) 102 for detecting a rotation speed of an output shaft of the continuously variable transmission (CVT) 102 has an electric wiring. Connected via CV
The T-ECU 200 can convert the output signal value of the rotation speed sensor 202 into a running speed (vehicle speed) of the vehicle.

Next, the internal combustion engine (E / G) 1 is a gasoline engine having a plurality of cylinders 21, and as shown in FIG. 2, a cylinder having a plurality of cylinders 21 and a cooling water passage 1c. Block 1b and the cylinder block 1
b and a cylinder head 1a fixed to the upper part of the cylinder head 1b.

A crankshaft 23 as an engine output shaft is rotatably supported on the cylinder block 1b.
The crankshaft 23 is connected to a piston 22 slidably mounted in each cylinder 21.

Above the piston 22, a piston 2
2 and a combustion chamber 24 surrounded by the wall surface of the cylinder head 1a. An ignition plug 25 is attached to the cylinder head 1a so as to face the combustion chamber 24.
An igniter 25 a for applying a drive current to the ignition plug 25 is connected to the ignition plug 25.

In the cylinder head 1a, the open ends of the two intake ports 26 and the two open ends of the exhaust ports 27 are formed so as to face the combustion chamber 24, and the injection holes thereof face the intake ports 26. A fuel injection valve 32 is attached.

An intake valve 28 for opening and closing each open end of the intake port 26 is provided on the cylinder head 1a so as to be able to move forward and backward. Each intake valve 28 is provided with an electromagnetic drive mechanism 30 (hereinafter, referred to as an intake-side electromagnetic drive mechanism 30) that moves the intake valve 28 forward and backward using an electromagnetic force generated when an exciting current is applied. ing.

An exhaust valve 29 for opening and closing each open end of the exhaust port 27 is provided on the cylinder head 1a so as to be able to move forward and backward. Each of the exhaust valves 29 is provided with an electromagnetic drive mechanism 31 (hereinafter, referred to as an exhaust-side electromagnetic drive mechanism 31) that moves the exhaust valve 29 forward and backward using an electromagnetic force generated when an excitation current is applied. ing.

Here, a specific configuration of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 will be described. still,
Since the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 have the same configuration, only the intake-side electromagnetic drive mechanism 30 will be described as an example.

Here, a specific configuration of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 will be described. still,
Since the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 have the same configuration, only the intake-side electromagnetic drive mechanism 30 will be described as an example.

FIG. 3 is a sectional view showing the structure of the intake side electromagnetically driven valve 30. As shown in FIG. In FIG. 3, a cylinder head 1a of the internal combustion engine 1 includes a lower head 10 fixed to an upper surface of a cylinder block 1b, and an upper head 11 provided above the lower head 10.

An intake port 26 corresponding to each cylinder 21 is formed in the lower head 10, and a valve seat 12 on which a valve body 28 a of an intake valve 28 is seated is provided at an open end of each intake port 26 on the combustion chamber 24 side. Is provided.

The lower head 10 is formed with a through-hole having a circular cross section from the inner wall surface of each intake port 26 to the upper surface of the lower head 10. The through-hole has a valve shaft of an intake valve 28 inserted into the through-hole. A cylindrical valve guide 13 for holding the retractable 28b is inserted.

The upper head 11 has a core mounting hole 1 having a circular cross section into which the first core 301 and the second core 302 are fitted.
The core mounting hole 14 is located at a position where the axis of the core is the same as that of the valve guide 13. The lower portion of the core mounting hole 14 is formed to have a large diameter, and has a small diameter portion 14a at the upper portion and a large diameter portion 14b at the lower portion.

An annular first core 301 and a second core 302 made of soft magnetic material are fitted in the small diameter portion 14a in series in the axial direction with a predetermined gap 303 therebetween. At the upper end of the first core 301 and the lower end of the second core 302,
A flange 301a and a flange 302a are respectively formed, and the first core 301 is provided from above and the second core 3a.
The first core 301 and the second core 3 are respectively inserted into the core mounting holes 14 from below, and the flanges 301a and 302a abut against the edges of the core mounting holes 14.
02 is positioned, and the gap 303 is maintained at a predetermined distance.

Above the first core 301, a cylindrical upper cap 305 is provided. The upper cap 305 is fixed to the upper surface of the upper head 11 by passing a bolt 304 through a flange portion 305a formed at the lower end. In this case, the lower end of the upper cap 305 including the flange portion 305a is fixed in a state of being in contact with the peripheral edge of the upper surface of the first core 301. As a result, the first core 301 is fixed to the upper head 11. become.

On the other hand, a lower cap 307 made of an annular body having an outer diameter substantially the same as the large diameter portion 14b of the core mounting hole 14 is provided below the second core 302. A bolt 307 penetrates through the lower cap 307, and is fixed to the downward step surface of the step portion of the small diameter portion 14 a and the large diameter portion 14 b by the bolt 307. in this case,
The lower cap 307 is fixed in contact with the lower peripheral edge of the first core 302, and as a result, the second core 302 is fixed to the upper head 11.

A first electromagnetic coil 308 is held in a groove formed on the surface of the first core 301 on the gap 303 side, and is formed on a surface of the second core 302 on the gap 303 side. The second electromagnetic coil 309 is held in the groove. At this time, the first electromagnetic coil 308 and the second electromagnetic coil 309 are arranged at positions facing each other via the gap 303.

An armature 311 made of an annular soft magnetic material having an outer diameter smaller than the inner diameter of the gap 303 is disposed in the gap 303. A cylindrical armature shaft 310 extending vertically along the axis of the armature 311 is fixed to the hollow portion of the armature 311. The armature shaft 311 has an upper end passing through the hollow portion of the first core 301 to the inside of the upper cap 305 above it, and a lower end passing through the hollow portion of the second core 302 and a large diameter portion thereunder. 14b
And is held by the first core 301 and the second core 302 so as to be able to advance and retreat in the axial direction.

A disc-shaped upper retainer 312 is joined to the upper end of the armature shaft 310 extending into the upper cap 305, and an adjust bolt 313 is screwed into the upper opening of the upper cap 305. An upper spring 314 is interposed between the upper retainer 312 and the adjustment bolt 313. A spring seat 315 having an outer diameter substantially equal to the inner diameter of the upper cap 305 is provided on the contact surface between the adjusting bolt 313 and the upper spring 314.

On the other hand, the lower end of the armature shaft 310 extending into the large-diameter portion 12b is in contact with the upper end of the valve shaft 28b of the intake valve 28. A disc-shaped lower retainer 28c is joined to the outer periphery of the upper end of the valve shaft 28b, and the lower surface of the lower retainer 28c and the lower head 1 are connected to each other.
A lower spring 316 is interposed between the lower spring 316 and the upper surface.

In the intake-side electromagnetic drive mechanism 30 configured as described above, when no exciting current is applied to the first electromagnetic coil 308 and the second electromagnetic coil 309, the upper spring 314 applies a force to the armature shaft 310. The urging force acts downward (ie, in a direction to open the intake valve 28) and the lower spring 316 moves upward (ie, in a direction to close the intake valve 28) with respect to the intake valve 28. The urging force acts, and as a result, a state where the armature shaft 310 and the intake valve 28 are in contact with each other and elastically supported at a predetermined position, that is, a so-called neutral state is maintained.

The biasing force of the upper spring 314 and the lower spring 316 is set so that the neutral position of the armature 311 coincides with the intermediate position between the first core 301 and the second core 302 in the gap 303. When the neutral position of the armature 311 is deviated from the above-described intermediate position due to an initial tolerance or a secular change of the components, the neutral position of the armature 311 is adjusted by the adjusting bolt 313 so as to match the above-described intermediate position. It has become possible.

The length of the armature shaft 310 and the valve shaft 28b in the axial direction is equal to that of the armature 31.
When the valve 1 is located at an intermediate position of the gap 303, the valve body 28a is set to an intermediate position between the fully open side displacement end and the fully closed side displacement end (hereinafter, referred to as a middle open position). I have.

In the above-described intake side electromagnetic drive mechanism 30, when an exciting current is applied to the first electromagnetic coil 308, the first
Core 301, first electromagnetic coil 308, and armature 31
1 generates an electromagnetic force in a direction to displace the armature 311 toward the first core 301, and the second electromagnetic coil 30
When an exciting current is applied to the coil 9, an electromagnetic force is generated between the second core 302, the second electromagnetic coil 309, and the armature 311 in a direction for displacing the armature 311 toward the second core 302.

Therefore, the above-mentioned intake side electromagnetic drive mechanism 30
Now, the first electromagnetic coil 308 and the second electromagnetic coil 30
When the exciting current is alternately applied to the armature 9 and the armature 311 moves forward and backward, the valve 28a is driven to open and close. At this time, the first electromagnetic coil 308 and the second
By changing the timing of applying the exciting current to the electromagnetic coil 309 and the magnitude of the exciting current, the intake valve 28
Opening / closing timing can be controlled.

Returning to FIG. 2, the internal combustion engine (E /
G) 1 is connected to the internal combustion engine (E / G) 1
Is connected to each branch pipe of the intake branch pipe 33 attached to the cylinder head 1a.

The intake branch pipe 33 is connected to a surge tank 34 for suppressing the pulsation of intake air. An intake pipe 35 is connected to the surge tank 34.
Is connected to an air cleaner box 36 for removing dust and dirt from the intake air.

The intake pipe 35 is provided with an air flow meter 44 for outputting an electric signal corresponding to the mass of the air flowing through the intake pipe 35 (mass of the intake air).
A throttle valve 39 for adjusting the flow rate of intake air flowing through the intake pipe 35 is provided at a position downstream of the air flow meter 44 in the intake pipe 35.

The throttle valve 39 is provided with a throttle actuator 40 for driving the opening and closing of the throttle valve 39 in accordance with the magnitude of the applied electric power.
A throttle position sensor 41 for outputting an electric signal corresponding to the opening of the throttle valve 39; and an accelerator position sensor mechanically connected to an accelerator pedal 42 for outputting an electric signal corresponding to the operation amount of the accelerator pedal 42. 43 are attached.

On the other hand, each exhaust port 27 of the internal combustion engine (E / G) 1 communicates with each branch pipe of an exhaust branch pipe 45 attached to the cylinder head 1a. The exhaust branch pipe 45 is connected to an exhaust pipe 47 via an exhaust purification catalyst 46, and the exhaust pipe 47 is connected downstream to a muffler (not shown).

The exhaust branch pipe 45 has an air-fuel ratio of the exhaust gas flowing through the exhaust branch pipe 45, in other words, an exhaust purification catalyst 46.
An air-fuel ratio sensor 48 that outputs an electric signal corresponding to the air-fuel ratio of the exhaust gas flowing into the air-fuel ratio is attached.

The exhaust gas purifying catalyst 46 includes, for example, hydrocarbons (HC) contained in the exhaust gas when the air-fuel ratio of the exhaust gas flowing into the exhaust gas purifying catalyst 46 is a predetermined air-fuel ratio near the stoichiometric air-fuel ratio. Carbon oxide (CO), nitrogen oxide (NOx)
When the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 46 is a lean air-fuel ratio, the three-way catalyst stores nitrogen oxides (NOx) contained in the exhaust gas, and the air-fuel ratio of the inflowing exhaust gas becomes stoichiometric. When the fuel ratio or the rich air-fuel ratio is attained, the occlusion-reduction type NOx catalyst that reduces and purifies while releasing the stored nitrogen oxides (NOx), and the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 46 becomes an oxygen excess state When there is a predetermined reducing agent, nitrogen oxides (NOx) in the exhaust gas are reduced.
It is a selective reduction type NOx catalyst to be purified, or a catalyst obtained by appropriately combining the various catalysts described above.

The internal combustion engine (E / G) 1 has a crank position sensor comprising a timing rotor 51a attached to the end of a crankshaft 23 and an electromagnetic pickup 51b attached to a cylinder block 1b near the timing rotor 51a. 51 and an internal combustion engine (E /
G) a water temperature sensor 52 attached to the cylinder block 1b to detect the temperature of the cooling water flowing through the cooling water passage 1c formed inside 1).

The internal combustion engine (E / G) thus configured
1 includes an electronic control unit (Electronic Control Unit) for controlling the operation state of the internal combustion engine (E / G) 1.
An ECU (hereinafter, referred to as an E-ECU) 20 is also provided.

The E-ECU 20 includes a throttle position sensor 41, an accelerator position sensor 43, an air flow meter 44, an air-fuel ratio sensor 48, a catalyst temperature sensor 49, a crank position sensor 51, and a water temperature sensor 5.
Various sensors such as 2 are connected via electric wiring, and the output signals of each sensor are input to the E-ECU 20.

The E-ECU 20 includes an igniter 25
a, intake side electromagnetic drive mechanism 30, exhaust side electromagnetic drive mechanism 3
1. The fuel injection valve 32 and the like are connected via electric wiring,
The ECU 20 can control the igniter 25a, the intake-side electromagnetic drive mechanism 30, the exhaust-side electromagnetic drive mechanism 31, and the fuel injection valve 32 using output signal values of various sensors as parameters.

Here, as shown in FIG. 4, the E-ECU 20 connects the C-C
PU 401, ROM 402, RAM 403, backup RAM 404, input port 405, and output port 406
And an A / D converter (A / D) 407 connected to the input port 405.
It has.

The A / D 407 is connected to a sensor that outputs a signal in the form of an analog signal, such as a throttle position sensor 41, an accelerator position sensor 43, an air flow meter 44, an air-fuel ratio sensor 48, a water temperature sensor 52, and the like via electric wiring. It is connected. The A / D 407 is
The output signal of each sensor is converted from an analog signal format to a digital signal format and then transmitted to the input port 405.

The input port 405 is connected to a sensor for outputting a signal in the form of an analog signal, such as the above-described throttle position sensor 41, accelerator position sensor 43, air flow meter 44, air-fuel ratio sensor 48, water temperature sensor 52, and the like. It is connected via D407 and directly connected to a sensor that outputs a signal in digital signal format, such as the crank position sensor 51.

The input port 405 receives the output signals of various sensors and outputs those output signals to the bidirectional bus 40.
0 to the CPU 401 and the RAM 403. The output port 406 is connected to the igniter 25a, the intake-side electromagnetic drive mechanism 30, the exhaust-side electromagnetic drive mechanism 31,
2. It is connected to the throttle actuator 40 and the like via electric wiring.

The output port 406 receives a control signal output from the CPU 401 via the bidirectional bus 400, and transmits the control signal to the igniter 25a, the intake-side electromagnetic drive mechanism 30, the exhaust-side electromagnetic drive mechanism 31, or The signal is transmitted to the fuel injection valve 32.

The communication port 407 is connected to a CVT-ECU.
The CVT-ECU 200 transmits and receives signals to and from the CVT-ECU 200. ROM 40
2 is a fuel injection amount control routine for determining the fuel injection amount, a fuel injection timing control routine for determining the fuel injection timing, and the opening and closing of the intake valve 28 in accordance with desired target valve opening timing and target valve closing timing. An intake valve opening / closing control routine, an exhaust valve opening / closing control routine for opening / closing the exhaust valve 29 in accordance with a desired target valve opening timing and a target valve closing timing, and an ignition timing for determining an ignition timing of the ignition plug 25 of each cylinder 21 In addition to application programs such as a control routine and a throttle opening control routine for determining the opening of the throttle valve 39, CVT
-Internal combustion engine (E / G) in response to a request from ECU 200
An operation cycle control routine for changing one operation cycle is stored.

The ROM 402 stores various control maps in addition to the above-described application programs. The control map described above includes, for example, an internal combustion engine (E /
G) a fuel injection amount control map showing the relationship between the operating state of 1 and the fuel injection amount, a fuel injection timing control map showing the relationship between the operating state of the internal combustion engine (E / G) 1 and the fuel injection timing, An intake valve opening / closing timing control map showing a relationship between the operating state of the E / G) 1 and the target opening / closing timing of the intake valve 28, and a relationship between the operating state of the internal combustion engine (E / G) 1 and the target opening / closing timing of the exhaust valve 29. Exhaust valve opening / closing timing control map showing the relationship between the operating state of the internal combustion engine (E / G) 1 and the amount of exciting current to be applied to the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 map,
An ignition timing control map showing the relationship between the operating state of the internal combustion engine (E / G) 1 and the ignition timing of each ignition plug 25;
/ G) A throttle opening control map or the like showing the relationship between the operating state of 1 and the opening of the throttle valve 39.

The RAM 403 stores an output signal of each sensor, a calculation result of the CPU 401, and the like. The calculation result is, for example, an engine speed calculated based on an output signal of the crank position sensor 51. The RAM
The various data stored in 403 is rewritten to the latest data every time the crank position sensor 51 outputs a signal.

The backup RAM 45 is a non-volatile memory that retains data even after the operation of the internal combustion engine (E / G) 1 is stopped, and stores learning values for various controls.
The CPU 401 operates according to an application program stored in the ROM 402, and performs CVT-E
The fuel injection control, the intake valve opening / closing control, the exhaust valve opening / closing control, and the ignition control are executed to realize the engine operating state required by the CU 200, and the operation cycle control which is the gist of the present invention is executed.

The operation cycle control according to the present embodiment will be described below. In the operation cycle control according to the present embodiment, CPU 401 operates intake-side electromagnetic drive mechanism 30 and exhaust-side electromagnetic drive to operate internal combustion engine (E / G) 1 with the number of operation cycles according to a request from CVT-ECU 200. The mechanism 31 will be controlled.

At this time, the CVT-ECU 200 determines whether the internal combustion engine (E / E) is in accordance with the state of the mode switch 201 (economy mode selection state or power mode selection state).
G) Determine the number of 1 operation cycles.

For example, when the mode changeover switch 201 is in the economy mode selection state, the CVT-ECU 200 requests the E-ECU 20 to operate the internal combustion engine (E / G) 1 in four cycles. Is in the power mode selection state, E-G is operated to operate the internal combustion engine (E / G) 1 in two cycles.
A request is made to the ECU 20.

On the other hand, the CPU 40 of the E-ECU 20
1, when the internal combustion engine (E / G) 1 is operated for four cycles, the intake valve 28 and the exhaust valve 29 of each cylinder 21 are opened and closed once while the crankshaft 23 rotates twice, and the internal combustion engine (E / G) 1 is opened and closed. / G) When operating 1 cycle for two cycles, the intake side electromagnetic drive mechanism 30 and the exhaust side electromagnetic drive so as to open and close the intake valve 28 and exhaust valve 29 of each cylinder 21 once while the crankshaft 23 makes one rotation. The mechanism 31 will be controlled.

When the internal combustion engine (E / G) 1 is operated for two cycles, the crankshaft 23 in each cylinder 21
One combustion is performed each time the engine rotates, and the number of combustions is two times as compared with the case where one combustion is performed every two rotations of the crankshaft 23 as in the four-cycle operation.
As a result, the torque generated in the internal combustion engine (E / G) 1 increases, and it is possible to secure a desired high output without increasing the engine speed.

When the internal combustion engine (E / G) 1 is operated for two cycles, the opening / closing timing of the intake valve 28 and the exhaust valve 29 is, for example, 40 ° C. before the bottom dead center of the intake valve 28.
Timing of opening the valve near A, closing it near 80 ° CA after bottom dead center, and opening the exhaust valve 29 near 100 ° CA before bottom dead center and closing it near 40 ° CA after bottom dead center. Can be exemplified.

Here, a specific description of the operation cycle control will be described. In the present embodiment, the CVT-ECU 200 executes a target driving force calculation routine as shown in FIG. This target driving force calculation routine is performed in advance by the CVT-ECU 20.
This is an application program stored in a memory in the area 0, and is a routine that is repeatedly executed at predetermined time intervals.

In the target driving force calculation routine, CVT-E
First, in S501, the CU 200 compares the switch signal of the mode changeover switch 201 and the vehicle speed calculated based on the output signal value of the rotation speed sensor 202 with C (not shown).
While reading from the RAM in the VT-ECU 200,
An output signal value (accelerator opening) of the accelerator position sensor 43 is input via the E-ECU 20.

In S502, the CVT-ECU 200
It is determined whether or not the output signal of the mode changeover switch 201 input in S501 is a signal indicating a power mode selection state (hereinafter, referred to as a power mode signal).

If the CVT-ECU 200 determines in step S502 that the output signal of the mode switch 201 is a power mode signal, the process proceeds to step S503, where the power mode signal, accelerator opening, and vehicle speed input in step S501 are input. Is used as a parameter to calculate the driving force (target driving force) required of the vehicle.

In S503, the CVT-ECU 200
Torque converter (T / C) 101, continuously variable transmission (CV
T) 102, propeller shaft 103, differential gear 104, drive shaft 105, wheels 106
S502 while taking into account the mechanical loss of the drive system consisting of
The output (target output) of the internal combustion engine (E / G) 1 required to secure the target driving force calculated in the step (1) is calculated.

At S504, CVT-ECU 200 determines
In order to secure the target output calculated in S503, the engine speed (target engine speed) at which various conditions such as fuel consumption and exhaust emission of the internal combustion engine (E / G) 1 are optimized is calculated. . At this time, the CVT-ECU 200 may calculate the target engine speed based on a map indicating the relationship between the target output and the target engine speed as shown in FIG.

At S505, the CVT-ECU 200
The target engine speed calculated in S504 and S50
The power mode signal input in step 1 is transmitted to the E-ECU 20, and the execution of this routine is temporarily terminated.

On the other hand, in S502, the output signal of the mode switch 201 is not a power mode signal,
If it is determined that the signal indicates the economy mode selection state (hereinafter, referred to as economy signal), the CVT-E
The CU 200 will proceed to S507.

In S507, the CVT-ECU 200
The target driving force is calculated using the economy mode signal, the accelerator opening, and the vehicle speed input in S501 as parameters.

In S508, the CVT-ECU 200
Torque converter (T / C) 101, continuously variable transmission (CV
T) 102, propeller shaft 103, differential gear 104, drive shaft 105, wheels 106
S507 while taking into account the mechanical loss of the drive system consisting of
The target output of the internal combustion engine (E / G) 1 required to secure the target driving force calculated in the above is calculated.

In S509, the CVT-ECU 200
The above-described map shown in FIG. 6 is accessed using the target output calculated in S508 as a parameter, and the target engine speed corresponding to the target output is calculated.

In S510, the CVT-ECU 200
The target engine speed calculated in S509 and S50
E-ECU 2 with the economy mode signal input at 1
0, and terminates the execution of this routine once.

Subsequently, the CPU 401 of the E-ECU 20
Executes an operation cycle control routine as shown in FIG. 7, triggered by reception of the economy mode signal or the power mode signal from the CVT-ECU 200 and the target engine speed.

In the operation cycle control routine, the CPU 4
First, in step S701, a shift mode signal (power mode signal or economy mode signal) transmitted from the CVT-ECU 200 and a target engine speed are input.

In S702, the CPU 401 executes the processing in S7.
It is determined whether or not the shift mode signal input at 01 is a power mode signal. If it is determined in S702 that the shift mode signal is a power mode signal,
The CPU 401 proceeds to S703, and determines whether the internal combustion engine (E / G) 1 is in the four-cycle operation state at the present time.

In S703, the internal combustion engine (E / G)
If it is determined that 1 is in the 4-cycle operation state, CP
U401 controls the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 to switch the internal combustion engine (E / G) 1 from four-cycle operation to two-cycle operation.

That is, the CPU 401 determines the opening / closing timing of the intake valve 28 and the exhaust valve 29 from the timing at which the intake valve 28 and the exhaust valve 29 of each cylinder 21 open / close once per two rotations of the crankshaft 23.
The intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 are controlled so as to switch to the timing of opening and closing once per rotation of 3.

Specifically, the CPU 401 controls the intake valve 28
And the opening / closing timing of the exhaust valve 29 is set such that the intake valve 28 opens around 40 ° CA before bottom dead center and 80 ° after bottom dead center.
The valve closes near CA, and the exhaust valve 29 is set to 100 before bottom dead center.
The intake-side electromagnetic drive mechanism 3 opens at about CA and closes at about 40 ° CA after bottom dead center.
0 and the exhaust side electromagnetic drive mechanism 31 are controlled.

When the CPU 401 completes the processing of S704, it terminates the execution of this routine. The CPU 401 controls the fuel injection amount, the opening of the throttle valve 39, and the like so that the actual engine speed of the internal combustion engine (E / G) 1 matches the target engine speed.

Incidentally, in S703, the internal combustion engine (E /
G) When it is determined that 1 is not in the four-cycle operation state, in other words, when it is determined that the internal combustion engine (E / G) 1 is already in the two-cycle operation state, the CPU 401 ends the execution of this routine. 2. While continuing the two-cycle operation control, the fuel injection amount and the throttle valve 3 are adjusted so that the actual engine speed of the internal combustion engine (E / G) 1 matches the target engine speed.
9 is controlled. On the other hand, if it is determined in S702 that the shift mode signal is the economy mode signal, the CPU 401 proceeds to S705, and determines whether the internal combustion engine (E / G) 1 is in a two-cycle operation state at the present time. I do.

In S705, the internal combustion engine (E / G)
If it is determined that 1 is in the two-cycle operation state,
U401 proceeds to S706, and controls the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 to switch the internal combustion engine (E / G) 1 from two-cycle operation to four-cycle operation.

That is, the CPU 401 determines the opening / closing timing of the intake valve 28 and the exhaust valve 29 from the timing at which the intake valve 28 and the exhaust valve 29 of each cylinder 21 open / close once per rotation of the crankshaft 23.
The intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 are controlled to switch to the timing of opening and closing once for every two rotations of No. 3.

When the processing of S706 is completed, the CPU 401 terminates the execution of this routine. The CPU 401 controls the fuel injection amount, the opening of the throttle valve 39, and the like so that the actual engine speed of the internal combustion engine (E / G) 1 matches the target engine speed.

Incidentally, in S705, the internal combustion engine (E /
G) When it is determined that 1 is not in the two-cycle operation state, in other words, when it is determined that the internal combustion engine (E / G) 1 is already in the four-cycle operation state, the CPU 401 ends the execution of this routine. Thus, while continuing the four-cycle operation control, the fuel injection amount and the throttle valve 3 are adjusted so that the actual engine speed of the internal combustion engine (E / G) 1 matches the target engine speed.
9 is controlled.

As described above, the CVT-ECU 200 executes the target driving force control routine and the E-ECU
The operation cycle control means according to the present invention is realized by the execution of the operation cycle control routine by 20.

Therefore, according to the present embodiment, the driver can arbitrarily switch between the four-cycle operation and the two-cycle operation of the internal combustion engine (E / G) 1 by operating the mode switch 201. Becomes

Further, in the conventional CVT control, when the power mode is selected by the mode switch, the output of the internal combustion engine and the driving force of the vehicle are increased by increasing the engine speed of the internal combustion engine. In the present embodiment, the number of combustions per rotation of the crankshaft is increased by reducing the number of operation cycles of the internal combustion engine. Therefore, as shown in FIG. 8, a high output can be obtained without increasing the engine speed. It is possible to get.

As a result, an increase in mechanical loss and an increase in fuel consumption due to an increase in the engine speed can be prevented.
Deterioration of vibration and noise accompanying an increase in engine speed is prevented. Further, the continuously variable transmission (CVT) is a continuously variable transmission (CVT).
VT) has a large moment of inertia of the rotating member,
Although it takes time to change the gear ratio, the response when increasing the engine speed is deteriorated. However, in the present embodiment, it is possible to increase the output of the internal combustion engine without increasing the engine speed. Therefore, it is possible to increase the engine output without deteriorating the responsiveness to the driver's request.

In this embodiment, the internal combustion engine (E / E) is operated in accordance with the operation of the mode switch 201 by the driver.
G) The example in which the number of cycles of 1 is changed has been described. When the output signal value (accelerator opening) of the accelerator position sensor 43 is less than a predetermined value, the internal combustion engine (E / G) 1 is operated for 4 cycles, When the output signal value of the accelerator position sensor 43 exceeds a predetermined value, the internal combustion engine (E /
G) A one-cycle operation may be performed, or a kick-down switch that outputs a predetermined electric signal may be attached to the accelerator pedal 42 when the operation amount of the accelerator pedal 42 exceeds a predetermined amount. When the electric signal is not output (that is, when the operation amount of the accelerator pedal 42 is equal to or less than the predetermined amount), the internal combustion engine (E / G) 1 is operated for four cycles, and the kick down switch outputs the predetermined electric signal. When output (that is, when the operation amount of the accelerator pedal 42 exceeds a predetermined amount)
May operate the internal combustion engine (E / G) 1 for two cycles.

Further, in the present embodiment, an electromagnetically driven valve operating mechanism has been described as an example of the valve operating mechanism according to the present invention. However, the present invention is not limited to this. A hydraulically driven valve mechanism that opens and closes may be used.

In this embodiment, a torque converter (T / T) is connected between the internal combustion engine (E / G) 1 and the continuously variable transmission (CVT) 102 as a power train to which the present invention is applied.
C) Although the configuration in which the 101 is interposed has been described as an example, the configuration is not limited to this, and the hydraulic pressure, the electromagnetic force, or the like is used between the internal combustion engine (E / G) 1 and the continuously variable transmission (CVT) 102. The power train may be provided with a clutch mechanism capable of switching between engagement and non-engagement.

[0108]

In the internal combustion engine according to the present invention, when a high output request is input by the driver of a vehicle equipped with the internal combustion engine, the operation cycle control means operates the internal combustion engine in a smaller operation cycle than in normal operation. Will be driven.

In this case, the ratio of combustion of the air-fuel mixture per rotation of the engine output shaft increases, and the torque generated by the internal combustion engine increases, so that a desired high output can be obtained without increasing the engine speed. It becomes possible. For this reason, when increasing the output of the internal combustion engine, it is possible to prevent an increase in fuel consumption accompanying an increase in the engine speed.

Therefore, according to the internal combustion engine of the present invention,
According to the driver's request, the output of the internal combustion engine can be increased without deteriorating the fuel consumption, and the drivability can be improved.

[Brief description of the drawings]

FIG. 1 is a diagram showing a schematic configuration of a power train system of a vehicle equipped with an internal combustion engine according to the present invention.

FIG. 2 is a diagram showing a configuration of an internal combustion engine (E / G).

FIG. 3 is a diagram showing a configuration of an intake-side electromagnetic drive mechanism.

FIG. 4 is a diagram showing an internal configuration of an E-ECU.

FIG. 5 is a flowchart illustrating a target driving force calculation routine.

FIG. 6 is a map showing a relationship between a target driving force and a target engine speed.

FIG. 7 is a flowchart showing an operation cycle control routine.

FIG. 8 is a diagram showing output characteristics of an internal combustion engine during four-cycle operation and two-cycle operation.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 20 ... ECU 26 ... Intake port 27 ... Exhaust port 28 ... Intake valve 29 ... Exhaust valve 30 ... Intake side electromagnetic drive mechanism 31 ... Exhaust Side electromagnetic drive mechanism 33 ... intake branch pipe 34 ... surge tank 35 ... intake pipe 36 ... air cleaner box 39 ... throttle valve 40 ... throttle actuator 41 ... throttle position sensor 42・ ・ ・ Accelerator pedal 43 ・ ・ ・ Accelerator position sensor 201 ・ ・ Mode switch

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Masaaki Tanaka 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Keiji Yoeda 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Yasushi Ito 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (Reference) 3G018 AA01 AA02 AB09 BA38 CA12 EA01 EA02 EA11 EA26 FA00 FA07 GA06 3G092 AA01 AA04 AA11 DA07 DG09 HF12Z 3G0906 AA A AB04 BA32 BA33 DA01 DA06 DB05 DB11 EA15 EC01 EC04 FA11

Claims (5)

[Claims] 1. A valve mechanism capable of opening and closing an intake valve and an exhaust valve of an internal combustion engine at an arbitrary timing, a high output request input means for inputting a high output request of the internal combustion engine, and the high output request Operating cycle control means for controlling the valve train to operate the internal combustion engine with a smaller number of operation cycles than the number of operation cycles during normal operation when a high output request is input by the input means. Features internal combustion engine. 2. The automatic transmission according to claim 1, wherein the internal combustion engine is provided with an automatic transmission capable of automatically changing a gear ratio. The high output request input means is a shift mode switch for switching a shift mode of the automatic transmission. The internal combustion engine according to claim 1, wherein: 3. The internal combustion engine according to claim 2, wherein the automatic transmission is a continuously variable transmission capable of continuously and continuously changing a gear ratio. 4. The internal combustion engine according to claim 1, wherein the valve mechanism is an electromagnetically driven valve mechanism that opens and closes the intake valve and the exhaust valve using an electromagnetic force. 5. The operation cycle control means controls the valve train to operate the internal combustion engine in four cycles when the internal combustion engine is in a normal operation state. 2. The internal combustion engine according to claim 1, wherein when the request is input, the valve train is controlled to operate the internal combustion engine in two cycles.