JP2005016485A - Valve timing control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a valve timing control device for an engine capable of completing change of valve timing at an earlier stage in the engine provided with a plurality of variable valve timing mechanism. <P>SOLUTION: This valve timing control device for the engine is applied to the engine E provided with a high response valve timing mechanism (first variable valve timing mechanism 31) and a low response valve timing mechanism (second variable valve timing mechanism 32) having lower response performance then the high response valve timing mechanism. When change request of valve timing of the engine E is detected, drive of the second variable valve timing mechanism 32 is started at first, and then drive of the first variable timing mechanism 31 is started. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an engine valve timing control device for changing the valve timing of an engine in an engine having a plurality of variable valve timing mechanisms.
[0002]
[Prior art]
A variable valve timing mechanism that is applied to an engine such as a vehicle and changes an opening / closing timing (valve timing) of an intake valve or an exhaust valve of the engine has been put into practical use.
[0003]
As the variable valve timing mechanism, a mechanism is widely adopted in which the valve timing of the intake valve and the exhaust valve is made variable by changing the relative rotational phase of the camshaft with respect to the crankshaft.
[0004]
Such a variable valve timing mechanism is provided with a plurality of pressure chambers (advanced pressure chambers and retarded pressure chambers), and the valve timing is changed in the following manner.
[A] When the valve timing is advanced, the lubricating oil is supplied to the advanced pressure chamber, while the lubricating oil in the retarded pressure chamber is caused to flow out of the same pressure chamber.
[B] When retarding the valve timing, the lubricating oil is supplied to the retarding pressure chamber, while the lubricating oil in the advance pressure chamber is allowed to flow out of the pressure chamber.
[0005]
Further, in an engine having a plurality of variable valve timing mechanisms, generally, each variable valve timing mechanism is connected to a lubricating oil passage having a different configuration (path length, shape, etc.). There is a difference in the lubricant supply pressure between the mechanisms.
[0006]
In addition, as a prior art document regarding this invention, the following patent documents 1 and patent documents 2 are mentioned.
[0007]
[Patent Document 1]
JP-A-2-305306
[Patent Document 2]
Japanese Patent Laid-Open No. 10-8923
[0008]
[Problems to be solved by the invention]
By the way, in an engine having a plurality of variable valve timing mechanisms, when the discharge amount of the oil pump is reduced due to reasons such as "the temperature of the lubricating oil is high" or "the engine speed is low", This is a problem.
[0009]
That is, when each variable valve timing mechanism is driven in response to a request for changing the valve timing, the amount of lubricating oil supplied to each variable valve timing mechanism is temporarily insufficient in a transient state at the start of driving. The response speed of each variable valve timing mechanism is significantly reduced.
[0010]
Due to the decrease in the response speed of the variable valve timing mechanism, the time required to complete the change of the valve timing becomes longer.
As a conventional engine valve timing control device, for example, a device described in Patent Document 1 is known.
[0011]
In the V-type engine provided with a variable valve timing mechanism in each bank, the apparatus described in Patent Document 1 is provided with a communication path that connects the lubricating oil paths of the variable valve timing mechanisms to each other.
[0012]
According to such a configuration, the hydraulic characteristics of the variable valve timing mechanisms can be made uniform, but the delay in completing the change of the valve timing as described above cannot be suppressed.
[0013]
The present invention has been made in view of such circumstances, and an object of the present invention is to provide a valve timing for an engine that can complete the change of the valve timing earlier in an engine having a plurality of variable valve timing mechanisms. It is to provide a control device.
[0014]
[Means for Solving the Problems]
In the following, means for achieving the above object and its effects are described.
The invention according to claim 1 is applied to an engine having a plurality of variable valve timing mechanisms, and changes the valve timing of the engine through control of a lubricant supply mode for each of the variable valve timing mechanisms. In the apparatus, on the condition that a request for changing the valve timing of the engine is detected, the control means for starting to drive the variable valve timing mechanism corresponding to the change request in order from the variable valve timing mechanism having a low lubricating oil supply pressure The gist is that
[0015]
According to the above configuration, on condition that a request for changing the valve timing of the engine is detected, the variable valve timing mechanism corresponding to the change request is driven in order from the variable valve timing mechanism having the lower lubricant supply pressure. When such a configuration is adopted, since the lubricating oil is sequentially supplied to each variable valve timing mechanism, a shortage of lubricating oil in a transient state at the start of driving is avoided, so the response speed of the variable valve timing mechanism The decrease in the amount is suppressed. Along with this, a variable valve timing mechanism with high response performance (variable valve timing mechanism with higher lubricating oil supply pressure) is replaced with a variable valve timing mechanism with lower response performance (variable valve timing mechanism with lower lubricating oil supply pressure). Therefore, the valve timing change can be completed earlier.
[0016]
According to a second aspect of the present invention, in the valve timing control device for an engine according to the first aspect, the control means is a variable valve timing mechanism that has been driven first with respect to two variable valve timing mechanisms whose driving start order is continuous. The gist is to start driving the other variable valve timing mechanism on the condition that the phase of the camshaft corresponding to 1 has reached a predetermined phase.
[0017]
According to the above configuration, among the variable valve timing mechanisms corresponding to the valve timing change request, the camshaft corresponding to the previously driven variable valve timing mechanism is selected from the two variable valve timing mechanisms whose driving start order continues. The driving of the other variable valve timing mechanism is started on the condition that the phase has reached a predetermined phase. The predetermined phase is set as a threshold value for determining that a sufficient amount of lubricating oil is supplied to the previously driven variable valve timing mechanism. By adopting such a configuration, a shortage of the lubricating oil amount at the start of driving of the variable valve timing mechanism is accurately avoided, so that a decrease in the response speed of each variable valve timing mechanism can be more suitably suppressed. become.
[0018]
According to a third aspect of the present invention, in the two variable valve timing mechanisms in which the drive start order is continuous, the control means has elapsed time from the start of driving of the previously driven variable valve timing mechanism being a predetermined time or more. The gist of this is to start driving the other variable valve timing mechanism.
[0019]
According to the above configuration, of the variable valve timing mechanisms corresponding to the request for changing the valve timing, two variable valve timing mechanisms whose driving start order is continuous have elapsed from the start of driving of the previously driven variable valve timing mechanism. The driving of the other variable valve timing mechanism is started on the condition that the time has reached a predetermined time or more. The predetermined time is set as a threshold for determining that a sufficient amount of lubricating oil is supplied to the previously driven variable valve timing mechanism. By adopting such a configuration, a shortage of the lubricating oil amount at the start of driving of the variable valve timing mechanism is accurately avoided, so that a decrease in the response speed of each variable valve timing mechanism can be more suitably suppressed. become.
[0020]
The invention according to claim 4 is applied to an engine having a high-responsive valve timing mechanism and a low-responsive valve timing mechanism having a response performance lower than that of the variable valve timing mechanism. In the engine valve timing control device that changes the valve timing of the engine through the control of the lubricating oil supply mode to the mechanism, the low response valve timing mechanism is provided on the condition that a request for changing the valve timing of the engine is detected. The gist of the invention is that it includes a control unit that starts driving first and then starts driving the highly responsive valve timing mechanism.
[0021]
According to the above configuration, on the condition that a request for changing the valve timing of the engine is detected, driving of the low-responsive valve timing mechanism is started first, and thereafter driving of the high-responsive valve timing mechanism is started. . By adopting such a configuration, it is possible to obtain an effect similar to the effect of the invention described in claim 1.
[0022]
According to a fifth aspect of the present invention, in the engine valve timing control device according to the fourth aspect, the control means confirms that the phase of the camshaft corresponding to the low response valve timing mechanism has reached a predetermined phase. The gist of the invention is to start driving the highly responsive valve timing mechanism.
[0023]
According to the above configuration, the driving of the high-responsive valve timing mechanism is started on the condition that the phase of the camshaft corresponding to the low-responsive valve timing mechanism has reached a predetermined phase. By adopting such a configuration, it is possible to obtain an operational effect in accordance with the operational effect of the invention described in claim 2.
[0024]
According to a sixth aspect of the present invention, the control means is characterized in that the high responsive valve timing mechanism is provided on the condition that an elapsed time from the start of driving of the low responsive valve timing mechanism has reached a predetermined time or more. The gist is to start driving.
[0025]
According to the above configuration, the driving of the highly responsive valve timing mechanism is started on the condition that the elapsed time from the start of the driving of the low responsive valve timing mechanism has reached a predetermined time or more. By adopting such a configuration, the function and effect similar to the function and effect of the invention described in claim 3 can be obtained.
[0026]
According to a seventh aspect of the present invention, in the engine valve timing control device according to any one of the first to sixth aspects, the control means includes the variable valve timing mechanisms prior to the start of driving of the variable valve timing mechanisms. The gist of the present invention is to reset the driving start order of each variable valve timing mechanism in consideration of the response performance of the engine and the operating state of the engine.
[0027]
According to the above configuration, prior to the start of driving of each variable valve timing mechanism, the engine operating state is added to the response performance of each variable valve timing mechanism, and the driving start order of each of these variable valve timing mechanisms is reset. . Incidentally, the response performance of the variable valve timing mechanism is influenced by the camshaft torque in addition to the lubricating oil supply pressure. On the other hand, the torque of the camshaft tends to vary depending on the operating state of the engine. Therefore, by adopting the above configuration, due to fluctuations in camshaft torque, the level of response performance between the variable valve timing mechanisms is different from the relationship previously known through the lubricating oil supply pressure. Even in this case, when the valve timing is changed, the valve timing mechanism having a low response performance can be driven in order.
[0028]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
A first embodiment of the present invention will be described with reference to FIGS.
[0029]
FIG. 1 shows the overall configuration of a V-type engine.
The components of the V-type engine (engine) E will be described.
The engine body 1 includes a first bank 11 and a second bank 12.
[0030]
The crankshaft 13 is driven to rotate through combustion of the air-fuel mixture.
The first intake camshaft 21 opens and closes the intake valve of the first bank 11.
The second intake camshaft 22 opens and closes the intake valve of the second bank 12.
[0031]
The first variable valve timing mechanism 31 changes the relative rotation phase of the first intake camshaft 21 with respect to the crankshaft 13.
The second variable valve timing mechanism 32 changes the relative rotation phase of the second intake camshaft 22 with respect to the crankshaft 13.
[0032]
The oil pump 14 pumps the lubricating oil staying in the oil pan 15 to the engine body 1.
The first mechanism side lubricating oil passage Ra supplies the lubricating oil pumped by the oil pump 14 to the first variable valve timing mechanism 31, while returning the lubricating oil in the first variable valve timing mechanism 31 to the oil pan 15. To do.
[0033]
The second mechanism side lubricating oil passage Rb supplies the lubricating oil pumped by the oil pump 14 to the second variable valve timing mechanism 32 while returning the lubricating oil in the second variable valve timing mechanism 32 to the oil pan 15. To do.
[0034]
The first mechanism-side lubricant passage Ra and the second mechanism-side lubricant passage Rb have different configurations (such as the length and shape of the passage).
The first solenoid valve 41 selectively switches the flow mode of the lubricating oil in the first mechanism side lubricating oil passage Ra.
[0035]
The second solenoid valve 42 selectively switches the flow mode of the lubricating oil in the second mechanism side lubricating oil passage Rb.
The electronic control unit (ECU) 7 comprehensively controls the engine E including the first electromagnetic valve 41 and the second electromagnetic valve 42. The control means includes an ECU 7.
[0036]
Each sensor constituting the detection system of the engine E will be described. Data detected through the following sensors is input to the ECU 7.
The engine rotation speed sensor S1 detects the rotation speed of the crankshaft 13 (engine rotation speed Ne).
[0037]
The crank position sensor S2 detects the rotational phase (crank phase Ca) of the crankshaft 13.
The camshaft sensor S3 detects the rotational phase (camshaft phase Sa) of the camshafts 21 and 22.
[0038]
The engine water temperature sensor S4 detects the temperature of the cooling water of the engine body 1 (cooling water temperature THw).
Next, the configuration of the variable valve timing mechanism will be described. Since the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 have the same configuration, only the configuration of the first variable valve timing mechanism 31 will be described here.
[0039]
[Configuration of variable valve timing mechanism]
FIG. 2 shows a perspective configuration of the first intake camshaft 21 and the first variable valve timing mechanism 31. Note that the internal structure of the first variable valve timing mechanism 31 is illustrated. In addition, the direction of the arrow (clockwise) in the figure is the rotation direction of the first intake camshaft 21.
[0040]
The first intake camshaft 21 has a plurality of cams (first intake cams 23) that open and close the intake valves of the first bank 11 and a first variable valve timing mechanism 31.
The first variable valve timing mechanism 31 is provided at one end (variable mechanism side end) of the first intake camshaft 21, and includes a vane rotor 33 and a housing 35.
[0041]
A cam sprocket 25 is provided at the variable mechanism side end of the first intake camshaft 21 so as to be rotatable relative to the first intake camshaft 21.
The cam sprocket 25 is drivingly connected to the crankshaft 13 via a timing belt Tv.
[0042]
The cam sprocket 25 and the housing 35 are fixed so as to be integrally rotatable.
A vane rotor 33 is disposed inside the housing 35 so as to be rotatable relative to the housing 35.
[0043]
The vane rotor 33 is fixed to the first intake camshaft 21 so as to be integrally rotatable.
A plurality of vanes 33 b are formed on the outer periphery of the vane rotor 33.
[0044]
A plurality of accommodating portions 35 b are formed on the inner periphery of the housing 35.
Each vane 33b is accommodated in the corresponding accommodating portion 35b so as to be movable in the circumferential direction.
[0045]
The following pressure chambers are formed by the outer peripheral surface of the vane rotor 33, the inner peripheral surface of the housing 35, and the like on both sides in the circumferential direction of each vane 33b.
[A] A pressure chamber (advanced pressure chamber 51) formed on the opposite side to the rotation direction of the first intake camshaft 21.
[B] A pressure chamber (retarding pressure chamber 53) formed on the rotational direction side of the first intake camshaft 21.
[0046]
FIG. 3 shows a lubricating oil supply structure of the first variable valve timing mechanism 31. Note that the direction of the arrow (clockwise) in the figure is the rotational direction of the first intake camshaft 21.
Each lubricating oil passage that forms the first mechanism-side lubricating oil passage Ra will be described.
[0047]
The first lubricating oil passage R <b> 1 connects the oil pan 15 and the oil pump 14.
The second lubricating oil passage R2 connects the oil pump 14 and the first electromagnetic valve 41 to the oil pump 14 side.
[0048]
The third lubricating oil passage R3 connects the first variable valve timing mechanism 31 side of the first electromagnetic valve 41 and each advance pressure chamber 51.
The fourth lubricating oil passage R <b> 4 connects the first variable valve timing mechanism 31 side of the first electromagnetic valve 41 and each retarded pressure chamber 53.
[0049]
The fifth lubricating oil passage R5 connects the oil pump 14 side of the first electromagnetic valve 41 and the oil pan 15.
The first electromagnetic valve 41 has the following ports [a] to [c]. These ports are switched through the ECU 7.
[A] Advancing supply port Pa for allowing the lubricating oil to flow into the advance pressure chamber 51 while allowing the lubricating oil to flow out from the retard pressure chamber 53.
[B] A retard supply port Pb for allowing the lubricant to flow into the retard pressure chamber 53 while allowing the lubricant to flow out of the advance pressure chamber 51.
[C] A closed port Pc for retaining lubricating oil in the advance pressure chamber 51 and the retard pressure chamber 53.
[0050]
The advance angle supply port Pa connects the second lubricant passage R2 and the third lubricant passage R3, and connects the fourth lubricant passage R4 and the fifth lubricant passage R5.
The retard supply port Pb connects the second lubricant passage R2 and the fourth lubricant passage R4, and connects the third lubricant passage R3 and the fifth lubricant passage R5.
[0051]
The closing port Pc cuts the second lubricating oil passage R2, the fifth lubricating oil passage R5, the third lubricating oil passage R3, and the fourth lubricating oil passage R4.
[Lead angle of valve timing]
A valve timing advance mode by the first variable valve timing mechanism 31 will be described.
[0052]
When there is a valve timing advance request for the intake valve, the port of the first electromagnetic valve 41 is switched to the advance supply port Pa through the ECU 7.
Thus, the lubricating oil pumped through the oil pump 14 is supplied to the advance pressure chamber 51, while the lubricating oil in the retard pressure chamber 53 is returned to the oil pan 15.
[0053]
At this time, the vane rotor 33 rotates relative to the housing 35 toward the advance side (the rotation direction side of the first intake camshaft 21) according to the pressure difference between the advance pressure chamber 51 and the retard pressure chamber 53.
[0054]
Through the relative rotation of the vane rotor 33, the relative rotation phase of the first intake camshaft 21 with respect to the crankshaft 13 (the relative rotation phase of the first intake cam 23 with respect to the crankshaft 13) is changed to the advance side, thereby The valve timing of the intake valve of one bank 11 is advanced. Note that after the change of the valve timing is completed, the first electromagnetic valve 41 is switched to the closed port Pc.
[0055]
[Valve timing delay]
The retardation mode of the valve timing by the first variable valve timing mechanism 31 will be described.
[0056]
When there is a request for retarding the valve timing for the intake valve, the port of the first electromagnetic valve 41 is switched to the retard supply port Pb through the ECU 7.
Thus, the lubricating oil pumped by the oil pump 14 is supplied to the retard pressure chamber 53, while the lubricating oil in the advance pressure chamber 51 is returned to the oil pan 15.
[0057]
At this time, according to the pressure difference between the retard pressure chamber 53 and the advance pressure chamber 51, the vane rotor 33 rotates relative to the housing 35 toward the retard side (opposite to the rotation direction of the first intake camshaft 21). Move.
[0058]
Through the relative rotation of the vane rotor 33, the relative rotational phase of the first intake camshaft 21 with respect to the crankshaft 13 (the relative rotational phase of the first intake cam 23 with respect to the crankshaft 13) is changed to the retard side, thereby The valve timing of the intake valve of one bank 11 is retarded. Note that after the change of the valve timing is completed, the first electromagnetic valve 41 is switched to the closed port Pc.
[0059]
By the way, in an engine provided with a plurality of variable valve timing mechanisms, generally, lubricating oil passages having different configurations (such as passage length and shape) are connected to the respective variable valve timing mechanisms. That is, the lubricating oil passages connected to each variable valve timing mechanism have different pressure losses.
[0060]
For this reason, the supply pressure of the lubricating oil to each variable valve timing mechanism differs depending on the configuration of the lubricating oil passage.
On the other hand, since the variable valve timing mechanism is driven through the lubricating oil, its response performance changes according to the lubricating oil supply pressure.
[0061]
For this reason, in an engine having two variable valve timing mechanisms such as the engine E of the present embodiment, each variable valve timing mechanism can be classified as follows from the viewpoint of response performance.
[A] A low-responsive valve timing mechanism having a low response performance by connecting a lubricating oil passage with a large pressure loss (low lubricating oil supply pressure).
[B] A highly responsive valve timing mechanism having a response performance higher than that of the low responsive valve timing mechanism by connecting the lubricating oil passage with a small pressure loss (the lubricating oil supply pressure is high).
[0062]
In the present embodiment, the second mechanism side lubricating oil passage Rb has a larger pressure loss than the first mechanism side lubricating oil passage Ra (the second variable valve timing mechanism 32 is lower than the first variable valve timing mechanism 31). With lubricating oil supply pressure). That is, the first variable valve timing mechanism 31 corresponds to a highly responsive valve timing mechanism, and the second variable valve timing mechanism 32 corresponds to a low responsive valve timing mechanism.
[0063]
Therefore, when the variable valve timing mechanisms 31 and 32 are driven in response to a request for changing the valve timing, the response speed between the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 is shifted. .
[0064]
That is, as shown in FIG. 4A, when driving of each variable valve timing mechanism 31, 32 is started in response to a request for changing the valve timing (time 41), the first intake camshaft 21 is first set to the target. The phase is reached (time t42), and then the second intake camshaft 22 reaches the target phase (time t43).
[0065]
In the engine E having such a configuration, when the discharge amount of the oil pump 14 is reduced due to reasons such as “the temperature of the lubricating oil is high” or “the engine speed is low”, the following problem occurs. .
[0066]
That is, as shown in FIG. 4B, when each variable valve timing mechanism 31, 32 is driven in response to a request for changing the valve timing (time t41), each variable valve timing mechanism is in a transient state at the start of driving. Since the amount of lubricating oil supplied to 31 and 32 is temporarily insufficient, the response speeds of the variable valve timing mechanisms 31 and 32 are significantly reduced.
[0067]
Then, due to such a decrease in response speed, the period until the change of the valve timing is completed (change period T4b) is normal (when a sufficient amount of lubricating oil is discharged by the oil pump 14). It becomes longer than the period until completion (change period T4a).
[0068]
In accordance with this, the response speed shift between the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 during the change of the valve timing (the difference between the first intake camshaft 21 and the second intake camshaft 22). (Phase shift) increases.
[0069]
Therefore, in the present embodiment, in consideration of the above, the driving mode of the variable valve timing mechanism is controlled through the following “variable valve timing mechanism driving control”.
[0070]
[Drive control of variable valve timing mechanism]
This process includes the following processes [a] to [d]. The following processes are performed through the ECU 7.
[A] “Basic phase change process” (FIG. 5).
[B] “Phase change request determination process” (FIG. 6).
[C] “Phase change start process” (FIG. 7).
[D] “Phase change stop processing” (FIG. 8).
[0071]
The “variable valve timing mechanism drive control” will be described with reference to FIGS.
[Step S100] A “phase change request determination process” (FIG. 6) for determining a valve timing change request is started.
[0072]
[Step S101] It is determined whether or not a condition for changing the valve timing of the intake valve of the engine E is satisfied. This determination process is performed based on the operating state of the engine E (engine speed Ne, cooling water temperature THw, etc.).
[0073]
When the condition for changing the valve timing is not satisfied (when there is no request for changing the valve timing), the above determination process is executed every predetermined period.
When the condition for changing the valve timing is satisfied (when there is a request for changing the valve timing), the process proceeds to step S102.
[0074]
[Step S102] Based on the operating state of the engine E (engine speed Ne, cooling water temperature THw, etc.), a target value (target valve timing Vtt) of the valve timing of the intake valve is set.
[0075]
[Step S103] A target value (target phase θt) of the relative rotational phase of each of the intake camshafts 21 and 22 with respect to the crankshaft 13 is set according to the target valve timing Vtt.
[0076]
After completing the process of step S103, the process returns to the “basic phase change process” (FIG. 5).
[Step S200] “Phase change start processing” (FIG. 7) for starting change of the valve timing of the intake valve is started.
[0077]
[Step S201] The driving of the low-responsive valve timing mechanism (second variable valve timing mechanism 32) is started. That is, the port of the second electromagnetic valve 42 is switched to the advance angle supply port Pa.
[0078]
Information that the first variable valve timing mechanism 31 corresponds to a high-responsive valve timing mechanism and the second variable valve timing mechanism 32 corresponds to a low-responsive valve timing mechanism is preset in the ECU 7.
[0079]
[Step S202] It is determined whether or not the relative rotation phase of the second intake camshaft 22 with respect to the crankshaft 13 (second intake cam phase θy) has reached a predetermined phase (starting phase Δθ) (camshaft of the camshaft). It is determined whether or not the phase has reached a predetermined phase). That is, the following conditions
θy ≧ △ θ
It is determined whether or not is satisfied. This phase determination is performed based on detection data of the crank position sensor S2 and the camshaft sensor S3.
[0080]
When the second intake cam phase θy has not reached the activation phase Δθ, the determination process is executed at predetermined intervals.
When the second intake cam phase θy has reached the starting phase Δθ, the process proceeds to step S203.
[0081]
The starting phase Δθ is preliminarily set as a threshold for determining that the variable valve timing mechanism is driven with a sufficient response speed (a sufficient amount of lubricating oil is supplied to the variable valve timing mechanism). Is set.
[0082]
Furthermore, in the present embodiment, during the change of the valve timing, the phase of each intake camshaft 21, 22 from the start of driving of the highly responsive valve timing mechanism (first variable valve timing mechanism 31) to the completion of the change of the valve timing. The activation phase Δθ is set so that the deviation of the angle gradually decreases.
[0083]
[Step S203] The driving of the highly responsive valve timing mechanism (first variable valve timing mechanism 31) is started. That is, the port of the first electromagnetic valve 41 is switched to the advance angle supply port Pa.
[0084]
After the process of step S203 is completed, the process returns to the “basic phase change process” (FIG. 5).
[Step S300] “Phase change stop process [1]” (FIG. 8A) and “Phase change stop process [2]” (FIG. 8B) for stopping the change of the valve timing of the intake valve. Start. These processes are performed in parallel.
[0085]
[Step S311] It is determined whether or not the relative rotational phase of the first intake camshaft 21 (first intake cam phase θx) with respect to the crankshaft 13 has reached the target phase θt. That is, the following conditions
θx = θt
It is determined whether or not is satisfied. This determination process is performed based on the detection data of the crank position sensor S2 and the camshaft sensor S3.
[0086]
When the first intake cam phase θx has not reached the target phase θt, the determination process is executed at predetermined intervals.
When the first intake cam phase θx has reached the target phase θt, the process proceeds to step S312.
[0087]
[Step S312] The drive of the first variable valve timing mechanism 31 is stopped. That is, the port of the first electromagnetic valve 41 is switched to the closed port Pc.
After the process of step S312 is completed, the “phase change stop process [1]” is terminated.
[0088]
[Step S321] It is determined whether or not the second intake cam phase θy has reached the target phase θt. That is, the following conditions
θy = θt
It is determined whether or not is satisfied. This determination process is performed based on the detection data of the crank position sensor S2 and the camshaft sensor S3.
[0089]
When the second intake cam phase θy has not reached the target phase θt, the determination process is executed every predetermined period.
When the second intake cam phase θy has reached the target phase θt, the process proceeds to step S322.
[0090]
[Step S322] The driving of the second variable valve timing mechanism 32 is stopped. That is, the port of the second electromagnetic valve 42 is switched to the closing port Pc.
After the process of step S322 is completed, the “phase change stop process [2]” is terminated.
[0091]
After the “phase change stop process [1]” and the “phase change stop process [2]” are completed, the “basic phase change process” is ended.
Thus, according to the “variable valve timing mechanism drive control”, when there is a request to change the valve timing, the low-responsive valve timing mechanism (second variable valve timing mechanism 32) is driven first, and then The driving of the high-responsive valve timing mechanism (first variable valve timing mechanism 31) is started.
[0092]
Next, functions and effects achieved by the “variable valve timing mechanism drive control” will be described.
FIG. 9 shows the transition of the camshaft phase (first intake cam phase θx and second intake cam phase θy) in the following conditions [a] and [b].
[A] When the valve timing is changed through normal control when the discharge amount of the oil pump 14 is decreasing (FIG. 9A).
[B] When the valve timing is changed through “drive control of the variable valve timing mechanism” when the discharge amount of the oil pump 14 is decreasing (FIG. 9B).
[0093]
In this control, when the valve timing is changed, driving of the second variable valve timing mechanism 32 is started first, and then driving of the first variable valve timing mechanism 31 is started. That is, when a valve timing change request is detected (time t91), driving of the low-responsive valve timing mechanism (second variable valve timing mechanism 32) is started, and the second intake cam phase θy becomes the starting phase Δθ. When the time is reached (time t92), the driving of the highly responsive valve timing mechanism (first variable valve timing mechanism 31) is started.
[0094]
As a result, the lubricating oil pumped by the oil pump 14 is supplied only to the second variable valve timing mechanism 32 when the second variable valve timing mechanism 32 starts to be driven, so that the response speed is higher than that during normal control. 2 The variable valve timing mechanism 32 is driven.
[0095]
Further, when the first variable valve timing mechanism 31 starts to be driven, a sufficient amount of lubricating oil is supplied to the valve timing mechanism 31, so that the first variable valve timing mechanism has a higher response speed than during normal control. 31 comes to drive.
[0096]
In this way, by shifting the drive start timings of the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32, a shortage of lubricating oil amount in a transient state at the start of drive is avoided, so that each variable valve A decrease in the response speed of the timing mechanisms 31 and 32 is suppressed.
[0097]
Since the first variable valve timing mechanism 31 having a high response performance is driven to follow the second variable valve timing mechanism 32 having a low response performance in accordance with avoidance of the shortage of the lubricating oil amount, the valve The completion of the timing change is completed earlier. That is, the period until the valve timing change is completed (change period T9b) is shorter than the period until the valve timing change is completed during normal control (change period T9a).
[0098]
Further, as the response performance of the variable valve timing mechanisms 31 and 32 is improved, the phase shift between the first intake camshaft 21 and the second intake camshaft 22 during the change of the valve timing is reduced. .
[0099]
By the way, as a measure for suppressing the delay of the completion of the change of the valve timing during normal control (FIG. 9A), for example, it is conceivable to increase the discharge amount of the oil pump. In this case, however, the oil pump Increase in size becomes a problem.
[0100]
In this respect, in the present embodiment, the delay in completing the change of the valve timing is suppressed without increasing the size of the oil pump.
Next, with reference to FIG. 10, an example of how the valve timing is changed by the “variable valve timing mechanism drive control” will be described.
[0101]
It is assumed that a valve timing advance request is detected at time t101. At this time, the following processing is performed.
[B] “Switching to the advance angle supply port Pa of the second solenoid valve 42”
As a result, the lubricating oil is supplied into the advance pressure chamber 51 of the second variable valve timing mechanism 32, while the lubricating oil in the retard pressure chamber 53 is returned to the oil pan 15. The relative rotational phase of the second intake camshaft 22 (second intake cam phase θy) is advanced.
[0102]
It is assumed that the second intake cam phase θy reaches the starting phase Δθ at time t102 (FIG. 10: [f]). At this time, the following processing is performed.
[A] “Switching to the advance angle supply port Pa of the first solenoid valve 41”
As a result, the lubricating oil is supplied into the advance pressure chamber 51 of the first variable valve timing mechanism 31, while the lubricating oil in the retard pressure chamber 53 is returned to the oil pan 15. The relative rotational phase of the first intake camshaft 21 (first intake cam phase θx) is advanced.
[0103]
It is assumed that the first intake cam phase θx and the second intake cam phase θy reach the target phase θt at time t103 (FIG. 10: [e] [f]). At this time, the following processes are performed.
[A] “Switching the first solenoid valve 41 to the closed port Pc”
[B] “Switching the second electromagnetic valve 42 to the closed port Pc”
Thereby, the advance timing of the valve timing is completed.
[0104]
In the present embodiment, it is assumed that the first intake cam phase θx and the second intake cam phase θy reach the target phase θt at the same time, but the first intake cam phase θx and the second intake cam phase θy The target arrival time shows a different tendency depending on the operating state of the engine E, the setting mode of the starting phase Δθ, and the like.
[0105]
As described above in detail, according to the valve timing control apparatus for an engine according to the first embodiment, the excellent effects listed below can be obtained.
[0106]
(1) In the present embodiment, when the valve timing is changed, the driving of the second variable valve timing mechanism 32 is started first, and then the driving of the first variable valve timing mechanism 31 is started. Thus, a shortage of lubricating oil amount in a transient state at the start of driving of each variable valve timing mechanism 31, 32 is avoided, so that a decrease in response speed of each variable valve timing mechanism 31, 32 can be suitably suppressed. become able to.
[0107]
(2) Since the first variable valve timing mechanism 31 with high response performance is driven to follow the second variable valve timing mechanism 32 with low response performance in accordance with the configuration of (1) above, The change of the valve timing can be completed earlier.
[0108]
(3) Further, as the response performance of the variable valve timing mechanisms 31 and 32 is improved, the phase shift between the first intake camshaft 21 and the second intake camshaft 22 during the change of the valve timing is reduced. For this reason, it becomes possible to suitably suppress deterioration of drivability.
[0109]
(4) In addition, the change of the valve timing can be completed at an early stage without increasing the size of the oil pump.
Note that the first embodiment can be implemented as, for example, the following form, which is appropriately changed.
[0110]
In the first embodiment, the configuration shown in FIG. 5 is adopted as the “basic phase change process”. However, the “basic phase change process” is not limited to the configuration illustrated in the first embodiment, and may have an appropriate configuration. Can be adopted.
[0111]
In the first embodiment, the configuration of FIG. 6 is adopted as the “phase change request determination process”. However, the “phase change request determination process” is not limited to the configuration exemplified in each embodiment, and is appropriately set. The configuration can be adopted.
[0112]
In the first embodiment, the configuration of FIG. 7 is adopted as the “phase change start process”. However, the “phase change start process” is not limited to the configuration illustrated in the first embodiment, but has an appropriate configuration. Can be adopted. In short, if there is a request to change the valve timing, the driving of the low-responsive valve timing mechanism is started first, and then the driving of the high-responsive valve timing mechanism is started. The configuration of can be changed as appropriate.
[0113]
In the first embodiment, the configuration of FIG. 8 is employed as the “phase change stop process”. However, the “phase change stop process” is not limited to the configuration illustrated in each embodiment, and may have an appropriate configuration. Can be adopted.
[0114]
(Second Embodiment)
A second embodiment embodying the present invention will be described with reference to FIGS.
[0115]
The V-type engine of the present embodiment is configured to further include a fuel pump with respect to the previous V-type engine (FIG. 1).
The fuel pump is drivingly connected to the first intake camshaft 21, and is driven through the torque of the first intake camshaft 21 to supply fuel under pressure. Except for the above changes, the same engine configuration as that of the first embodiment is employed.
[0116]
In the engine E that drives the fuel pump through a specific camshaft (first intake camshaft 21) as in the present embodiment, the load of the fuel pump (pump load) causes the torque of the first intake camshaft 21 and therefore the first. 1 The response performance of the variable valve timing mechanism 31 is affected.
[0117]
The pump load affects the response performance of the first variable valve timing mechanism 31 as follows.
[A] When the valve timing is advanced, the pump load acts in a direction opposite to the direction of rotation of the vane rotor (camshaft), so that the response performance of the first variable valve timing mechanism 31 decreases.
[B] When the valve timing is retarded, the pump load acts in the rotational direction of the vane rotor (camshaft), so that the response performance of the first variable valve timing mechanism 31 is improved.
[0118]
For this reason, it is conceivable that the level relationship between the response performances of the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 is switched due to fluctuations in the pump load. That is, the first variable valve timing mechanism 31 that originally has a higher response performance than the second variable valve timing mechanism 32 may be less than the response performance of the second variable valve timing mechanism 32 due to the influence of the pump load.
[0119]
Therefore, in the present embodiment, in consideration of the above, the driving mode of the variable valve timing mechanism is controlled through the following “variable valve timing mechanism driving control”.
[0120]
[Drive control of variable valve timing mechanism]
This process includes the following processes [a] to [e]. The following processes are performed through the ECU 7.
[A] “Basic phase change process” (FIG. 11).
[B] “Phase change request determination process” (FIG. 6).
[C] “Response performance determination process” (FIG. 12).
[D] “Phase change start process” (FIG. 13).
[E] “Phase change stop processing” (FIG. 8).
[0121]
The “variable valve timing mechanism drive control” will be described with reference to FIGS.
[Step T100] “Phase change request determination processing” (FIG. 6) for determining a valve timing change request is started.
[0122]
The processes in steps S101 to S103 are performed in the same manner as in the first embodiment.
[Step T200] “Response performance determination processing” (FIG. 12) for determining the response performance of the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 is started.
[0123]
[Step T201] Based on the operating state of the engine E, the magnitude of the pump load is estimated.
[Step T202] The response performance of the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 (the lubricating oil supply pressure of the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32) and the magnitude of the pump load Is taken into consideration to determine the level of response performance.
[0124]
That is, it is determined whether or not the response performance of the first variable valve timing mechanism 31 is lower than the response performance of the second variable valve timing mechanism 32 due to the influence of the pump load (in this embodiment, the first variable valve timing mechanism 31 It is assumed that the response performance of the valve timing mechanism 31 is lower than the response performance of the second variable valve timing mechanism 32).
[0125]
[Step T203] A variable valve timing mechanism (first variable valve timing mechanism 31) having a low response performance is set as a low-responsive valve timing mechanism in accordance with the determination result obtained in the process of Step T202. That is, the data related to the response performance of the first variable valve timing mechanism 31 is updated from the high response valve timing mechanism to the low response valve timing mechanism.
[0126]
[Step T204] A variable valve timing mechanism (second variable valve timing mechanism 32) having a high response performance is set as a highly responsive valve timing mechanism in accordance with the determination result obtained in the process of Step T202. That is, the data related to the response performance of the second variable valve timing mechanism 32 is updated from the low response valve timing mechanism to the high response valve timing mechanism.
[0127]
After completing the process of step S204, the process returns to the “basic phase change process” (FIG. 11).
[Step T300] “Phase change start processing” (FIG. 13) for starting change of the valve timing of the intake valve is started.
[0128]
[Step T301] Driving of the low-responsive valve timing mechanism (first variable valve timing mechanism 31) is started. That is, the port of the first electromagnetic valve 41 is switched to the advance angle supply port Pa.
[0129]
[Step T302] It is determined whether or not the relative rotation phase of the first intake camshaft 21 (first intake cam phase θx) with respect to the crankshaft 13 has reached a predetermined phase (starting phase Δθ). That is, the following conditions
θx ≧ △ θ
It is determined whether or not is satisfied. The starting phase Δθ is set in the same manner as in the first embodiment.
[0130]
When the first intake cam phase θx has not reached the activation phase Δθ, the determination process is executed at predetermined intervals.
When the first intake cam phase θx has reached the starting phase Δθ, the process proceeds to step T303.
[0131]
[Step T303] The driving of the highly responsive valve timing mechanism (second variable valve timing mechanism 32) is started. That is, the port of the second electromagnetic valve 42 is switched to the advance angle supply port Pa.
[0132]
After the process of step T303 is completed, the process returns to the “basic phase change process” (FIG. 11).
[Step T400] “Phase change stop process [1]” (FIG. 8A) and “Phase change stop process [2]” (FIG. 8B) for stopping the change of the valve timing of the intake valve. Start. These processes are performed in parallel.
[0133]
The processes in steps S311 to S322 are performed in the same manner as in the first embodiment.
As described above, according to the “drive control of the variable valve timing mechanism”, the response performance of each of the variable valve timing mechanisms 31 and 32 based on the response performance data and the pump load set in advance prior to the change of the valve timing. Are determined, and the variable valve timing mechanisms 31 and 32 are driven in accordance with the determination result.
[0134]
As a result, even when the level relationship of the response performance between the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 is different from the previously known relationship due to fluctuations in the pump load, In the change, the variable valve timing mechanism having low response performance is driven in order.
[0135]
That is, even in an engine that drives the fuel pump through a specific camshaft, the response speed of each of the variable valve timing mechanisms 31 and 32 is reduced, and the delay in completing the change of the valve timing is suppressed.
[0136]
Next, with reference to FIG. 14, an example of how the valve timing is changed by “drive control of the variable valve timing mechanism” will be described.
It is assumed that a valve timing advance angle request is detected at time t141. At this time, the following processes are performed.
[G] “Response performance judgment process”
[B] “Switching of the first solenoid valve 41 to the advance angle supply port Pa”
As a result, the lubricating oil is supplied into the advance pressure chamber 51 of the first variable valve timing mechanism 31, while the lubricating oil in the retard pressure chamber 53 is returned to the oil pan 15. The relative rotational phase of the first intake camshaft 21 (first intake cam phase θx) is advanced.
[0137]
It is assumed that the first intake cam phase θx reaches the starting phase Δθ at time t142 (FIG. 14: [e]). At this time, the following processing is performed.
[A] “Switching to the advance angle supply port Pa of the second solenoid valve 42”
As a result, the lubricating oil is supplied into the advance pressure chamber 51 of the second variable valve timing mechanism 32, while the lubricating oil in the retard pressure chamber 53 is returned to the oil pan 15. The relative rotational phase of the second intake camshaft 22 (second intake cam phase θy) is advanced.
[0138]
It is assumed that the first intake cam phase θx and the second intake cam phase θy reach the target phase θt at time t143 (FIG. 14: [e] [f]). At this time, the following processes are performed.
[A] “Switching the first solenoid valve 41 to the closed port Pc”
[B] “Switching the second electromagnetic valve 42 to the closed port Pc”
Thereby, the advance timing of the valve timing is completed.
[0139]
In the present embodiment, it is assumed that the first intake cam phase θx and the second intake cam phase θy reach the target phase θt at the same time, but the first intake cam phase θx and the second intake cam phase θy The target arrival time shows a different tendency depending on the operating state of the engine E, the setting mode of the starting phase Δθ, and the like.
[0140]
As described above in detail, according to the valve timing control apparatus for an engine according to the second embodiment, in addition to the effects (1) to (4) according to the first embodiment, The effects as shown in FIG.
[0141]
(5) In the present embodiment, prior to changing the valve timing, the level of the response performance of the variable valve timing mechanisms 31 and 32 is determined by adding the pump load to the preset response performance data. The variable valve timing mechanisms 31 and 32 are driven according to the determination result. As a result, even when the level relationship of the response performance between the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32 is different from the previously known relationship due to fluctuations in the pump load, the following [ The effects a] to [c] can be obtained.
[A] Insufficient amount of lubricating oil in a transient state at the start of driving of the variable valve timing mechanisms 31 and 32 is avoided, so that a decrease in the response speed of the variable valve timing mechanisms 31 and 32 is preferably suppressed. become able to.
[B] The change of the valve timing can be completed earlier.
[C] Since the response speed of the variable valve timing mechanisms 31 and 32 is improved, the phase shift between the first intake camshaft 21 and the second intake camshaft 22 during the change of the valve timing is reduced. Deterioration of drivability can be suitably suppressed.
[0142]
In addition, the said 2nd Embodiment can also be implemented as the following forms which changed this suitably, for example.
In the second embodiment, the configuration shown in FIG. 11 is adopted as the “basic phase change process”. However, the “basic phase change process” is not limited to the configuration illustrated in the embodiment, and may have an appropriate configuration. Can be adopted.
[0143]
In the second embodiment, the configuration shown in FIG. 12 is adopted as the “response performance determination process”. However, the “response performance determination process” is not limited to the configuration illustrated in the embodiment, and may have an appropriate configuration. Can be adopted. In short, prior to the change of the valve timing, the response performance determination process is performed if the drive start order of each variable valve timing mechanism is reset by taking into account the engine operating state in response data set in advance. The configuration of can be changed as appropriate.
[0144]
In the second embodiment, the configuration of FIG. 13 is adopted as the “phase change start process”. However, the “phase change start process” is not limited to the configuration illustrated in the same embodiment, but has an appropriate configuration. Can be adopted. In short, if there is a request to change the valve timing, the driving of the low-responsive valve timing mechanism is started first, and then the driving of the high-responsive valve timing mechanism is started. The configuration of can be changed as appropriate.
[0145]
In the second embodiment, the pump load is used when determining the level of response performance of the variable valve timing mechanisms 31 and 32. However, any parameter that affects the camshaft torque may be used. In addition, it is not limited to the pump load, and it is possible to determine the response performance using appropriate parameters.
[0146]
(Third embodiment)
A third embodiment of the present invention will be described with reference to FIGS.
[0147]
The V-type engine of the present embodiment is configured to further include the following variable valve timing mechanisms with respect to the previous V-type engine (FIG. 1).
[A] A third variable valve timing mechanism that changes the relative rotation phase of the first exhaust camshaft (the exhaust camshaft of the first bank 11) with respect to the crankshaft 13.
[B] A fourth variable valve timing mechanism that changes a relative rotation phase of the second exhaust camshaft (the exhaust camshaft of the second bank 12) with respect to the crankshaft 13.
[0148]
The third variable valve timing mechanism and the fourth variable valve timing mechanism have the same configurations as the variable valve timing mechanisms 31 and 32 in the first embodiment. In addition to the above changes, the same engine configuration as that of the first embodiment is employed.
[0149]
Each variable valve timing mechanism has the following response performance level depending on the difference in the lubricant supply pressure. Information regarding the response performance is preset in the ECU 7.
[A] The first variable valve timing mechanism has the lowest response performance.
[B] The second variable valve timing mechanism has higher response performance than the first variable valve timing mechanism.
[C] The third variable valve timing mechanism has a higher response performance than the second variable valve timing mechanism.
[D] The fourth variable valve timing mechanism has a higher response performance than the third variable valve timing mechanism.
[0150]
Next, “drive control of the variable valve timing mechanism” will be described.
[Drive control of variable valve timing mechanism]
This process includes the following processes [a] to [d]. The following processes are performed through the ECU 7.
[A] “Basic phase change process” (FIG. 15).
[B] “Phase change request determination process” (FIG. 16).
[C] “Phase change start process” (FIG. 17).
[D] “Phase change stop processing” (FIGS. 8 and 18).
[0151]
The “variable valve timing mechanism drive control” will be described with reference to FIGS.
[Step U100] A “phase change request determination process” (FIG. 16) for determining a valve timing change request is started.
[0152]
[Step U101] It is determined whether or not a condition for changing the valve timing of the intake valve and the exhaust valve of the engine E is satisfied.
When the condition for changing the valve timing is not satisfied, the determination process is executed at predetermined intervals.
[0153]
When the condition for changing the valve timing is satisfied, the process proceeds to step U102.
[Step U102] Based on the operating state of the engine E, a target value (target valve timing Vtt) of the valve timing of the intake valve is set.
[0154]
[Step U103] A target value (target phase θt) of the relative rotational phase of each of the intake camshafts 21 and 22 with respect to the crankshaft 13 is set according to the target valve timing Vtt.
[0155]
[Step U104] Based on the operating state of the engine E, a target value (target valve timing Vtu) of the valve timing of the exhaust valve is set.
[Step U105] A target value (target phase θu) of the relative rotational phase of each exhaust camshaft with respect to the crankshaft 13 is set according to the target valve timing Vtu.
[0156]
After completing the process of step S105, the process returns to the “basic phase change process” (FIG. 15).
[Step U200] The “phase change start process” (FIG. 17) for starting the change of the valve timing is started.
[0157]
[Step U201] The driving of the variable valve timing mechanism (first variable valve timing mechanism 31) having the lowest response performance is started. That is, the port of the first electromagnetic valve 41 is switched to the advance angle supply port Pa.
[0158]
[Step U202] It is determined whether or not the relative rotation phase of the first intake camshaft 21 (first intake cam phase θx) with respect to the crankshaft 13 has reached a predetermined phase (startup phase Δθ). That is, the following conditions
θx ≧ △ θ
It is determined whether or not is satisfied. The starting phase Δθ is set in the same manner as in the first embodiment.
[0159]
When the first intake cam phase θx has not reached the activation phase Δθ, the determination process is executed at predetermined intervals.
When the first intake cam phase θx has reached the starting phase Δθ, the process proceeds to step U203.
[0160]
[Step U203] The driving of the variable valve timing mechanism (second variable valve timing mechanism 32) having the next highest response performance after the first variable valve timing mechanism 31 is started. That is, the port of the second electromagnetic valve 42 is switched to the advance angle supply port Pa.
[0161]
[Step U204] It is determined whether or not the relative rotation phase of the second intake camshaft 22 with respect to the crankshaft 13 (second intake cam phase θy) has reached a predetermined phase (startup phase Δθ). That is, the following conditions
θy ≧ △ θ
It is determined whether or not is satisfied.
[0162]
When the second intake cam phase θy has not reached the activation phase Δθ, the determination process is executed at predetermined intervals.
When the second intake cam phase θy has reached the starting phase Δθ, the process proceeds to step U205.
[0163]
[Step U205] The driving of the variable valve timing mechanism (third variable valve timing mechanism) having the second highest response performance after the second variable valve timing mechanism 32 is started. That is, the port of the solenoid valve corresponding to the third variable valve timing mechanism is switched to the advance angle supply port Pa.
[0164]
[Step U206] It is determined whether or not the relative rotational phase of the first exhaust camshaft with respect to the crankshaft 13 (first exhaust cam phase θp) has reached a predetermined phase (starting phase Δθ). That is, the following conditions
θp ≧ △ θ
It is determined whether or not is satisfied.
[0165]
When the first exhaust cam phase θp has not reached the activation phase Δθ, the determination process is executed at predetermined intervals.
When the first exhaust cam phase θp has reached the activation phase Δθ, the process proceeds to step U207.
[0166]
[Step U207] The driving of the variable valve timing mechanism (fourth variable valve timing mechanism) having the next highest response performance after the third variable valve timing mechanism is started. That is, the port of the solenoid valve corresponding to the fourth variable valve timing mechanism is switched to the advance angle supply port Pa.
[0167]
After the process of step U207 is completed, the process returns to the “basic phase change process” (FIG. 15).
[Step U300] “Phase change stop process [1]” (FIG. 8A) and “Phase change stop process [2]” (FIG. 8B) for stopping the change of the valve timing of the intake valve; Then, “phase change stop process [3]” (FIG. 18A) and “phase change stop process [4]” (FIG. 18B) for stopping the change of the valve timing of the exhaust valve are started. .
[0168]
The “phase change stop process [1]” to “phase change stop process [4]” are performed in parallel. The “phase change stop process [1]” and the “phase change stop process [2]” are performed in the same manner as in the first embodiment.
[0169]
[Step U311] It is determined whether or not the first exhaust cam phase θp has reached the target phase θu. That is, the following conditions
θp = θu
It is determined whether or not is satisfied.
[0170]
When the first intake cam phase θx has not reached the target phase θt, the determination process is executed at predetermined intervals.
When the first intake cam phase θx has reached the target phase θt, the process proceeds to step U312.
[0171]
[Step U312] The driving of the third variable valve timing mechanism is stopped. That is, the port of the solenoid valve corresponding to the third variable valve timing mechanism is switched to the closing port Pc.
[0172]
After the process of step U312 is completed, the “phase change stop process [3]” is terminated.
[Step U321] It is determined whether or not the relative rotational phase of the second exhaust camshaft with respect to the crankshaft 13 (second exhaust cam phase θq) has reached the target phase θu. That is, the following conditions
θq = θu
It is determined whether or not is satisfied.
[0173]
When the second exhaust cam phase θq has not reached the target phase θu, the determination process is executed at predetermined intervals.
When the second exhaust cam phase θq has reached the target phase θu, the process proceeds to step U322.
[0174]
[Step U322] The drive of the fourth variable valve timing mechanism is stopped. That is, the port of the solenoid valve corresponding to the fourth variable valve timing mechanism is switched to the closing port Pc.
[0175]
After the process of step S322 is completed, the “phase change stop process [4]” is terminated.
After the “phase change stop process [1]” to “phase change stop process [4]” are completed, the “basic phase change process” is ended.
[0176]
As described above, according to the “variable valve timing mechanism drive control”, when there is a request for changing the valve timing, the driving is started in order from the variable valve timing mechanism having a low response performance. When driving each variable valve timing mechanism, the two variable valve timing mechanisms (for example, the first variable valve timing mechanism 31 and the second variable valve timing mechanism 32) whose driving start order continues are driven first. When the phase of the camshaft corresponding to the timing mechanism (first variable valve timing mechanism 31) reaches a predetermined phase, driving of the other variable valve timing mechanism (second variable valve timing mechanism 32) is started.
[0177]
Next, with reference to FIG. 19, an example of a change timing of the valve timing by the “variable valve timing mechanism drive control” will be described.
It is assumed that a valve timing advance angle request is detected at time t191. At this time, driving of the first variable valve timing mechanism 31 is started.
[0178]
It is assumed that the first intake cam phase θx reaches the starting phase Δθ at time t192 (FIG. 19: [a]). At this time, driving of the second variable valve timing mechanism 32 is started.
[0179]
It is assumed that the second intake cam phase θy reaches the starting phase Δθ at time t193 (FIG. 19: [b]). At this time, driving of the third variable valve timing mechanism is started.
[0180]
It is assumed that the first exhaust cam phase θp reaches the start phase Δθ at time t194 (FIG. 19: [c]). At this time, driving of the fourth variable valve timing mechanism is started.
[0181]
Assume that each cam phase reaches the target phase at time t195 (FIG. 19: [a] to [d]). At this time, driving of each variable valve timing mechanism is stopped.
In the present embodiment, it is assumed that each cam phase reaches the target phase at the same time, but the target arrival time of each cam phase depends on the operating state of the engine E, the start phase setting mode, and the like. Show different trends.
[0182]
As described above in detail, according to the valve timing control apparatus for an engine according to the third embodiment, effects similar to the effects (1) to (4) according to the first embodiment described above can be obtained. It will be obtained.
[0183]
Note that the third embodiment can be implemented as an appropriate modification of the above, for example, as follows.
In the third embodiment, the configuration shown in FIG. 15 is adopted as the “basic phase change process”. However, the “basic phase change process” is not limited to the configuration illustrated in the embodiment, but may be an appropriate configuration. Can be adopted.
[0184]
In the third embodiment, the configuration of FIG. 16 is adopted as the “phase change request determination process”. However, the “phase change request determination process” is not limited to the configuration illustrated in the embodiment, and is appropriately set. The configuration can be adopted.
[0185]
In the third embodiment, the configuration of FIG. 17 is adopted as the “phase change start process”. However, the “phase change start process” is not limited to the configuration illustrated in the same embodiment, but has an appropriate configuration. Can be adopted. In short, when there is a request for changing the valve timing, the configuration of the “phase change start process” can be appropriately changed as long as the driving is started in order from the variable valve timing mechanism having the low response performance.
[0186]
In the third embodiment, the configuration of FIG. 18 is employed as the “phase change stop process”. However, the “phase change stop process” is not limited to the configuration illustrated in each embodiment, and may have an appropriate configuration. Can be adopted.
[0187]
In the third embodiment, the starting phase Δθ is set as a value common to each variable valve timing mechanism, but may be set to a different value for each variable valve timing mechanism.
[0188]
(Other embodiments)
In addition, the changeable elements common to the above embodiments are listed below.
In each of the above embodiments, the predetermined phase (starting phase Δθ) is used as a predetermined value that is set in advance, but parameters that affect the response performance of the variable valve timing mechanism (for example, the lubricant temperature, It is also possible to variably set the starting phase Δθ based on the engine speed, the pump load, and the like. This variable setting can be performed in the following manner.
[A] The predetermined phase is increased as the lubricating oil temperature increases.
[B] A predetermined phase is increased in accordance with a decrease in engine rotation speed.
[C] The predetermined phase is increased as the pump load increases.
[0189]
In each of the above embodiments, when the relative rotational phase of the variable valve timing mechanism with respect to the crankshaft 13 reaches the starting phase Δθ, the driving of the next variable valve timing mechanism is started. It is also possible to change to. That is, the driving of the next variable valve timing mechanism can be started when the elapsed time from the start of the driving of the variable valve timing mechanism becomes a predetermined time or more.
[0190]
In addition, when such a configuration is adopted, the predetermined time is variably set based on parameters (for example, lubricating oil temperature, engine speed, pump load, etc.) that affect the response performance of the variable valve timing mechanism. It is also possible. This variable setting can be performed in the following manner.
[A] The predetermined time is increased according to the increase in the lubricating oil temperature.
[B] The predetermined time is increased according to the low engine rotation speed.
[C] Increase the predetermined time in accordance with the increase in pump load.
[0191]
In each of the above embodiments, the starting phase Δθ is set so that the phase shift of the intake camshafts 21 and 22 gradually decreases from the start of driving the first variable valve timing mechanism 31 to the completion of the change of the valve timing. However, if the valve timing change period is within a range that is shorter than that during normal control, the starting phase Δθ can be arbitrarily set.
[0192]
In each of the above embodiments, the configuration exemplified in FIGS. 2 and 3 is adopted as each variable valve timing mechanism 31, 32, but the relative rotational phase of the camshaft with respect to the crankshaft is changed through the pressure difference between the pressure chambers. If it is the structure to perform, the structure of each variable valve timing mechanism 31 and 32 can be changed suitably.
[0193]
In each of the above embodiments, the configuration illustrated in FIG. 1 is employed as the engine E. However, the configuration of the engine E can be changed as appropriate as long as the configuration includes a plurality of variable valve timing mechanisms.
[0194]
In each of the above embodiments, the present invention is applied to the V-type engine, but the application target of the present invention is not limited to the V-type engine. For example, the present invention can also be applied to an engine having an in-line cylinder arrangement and having a variable valve timing mechanism on each of the intake camshaft and the exhaust camshaft. In short, the present invention can be applied to any engine provided with a plurality of variable valve timing mechanisms.
[Brief description of the drawings]
FIG. 1 is a schematic diagram schematically showing the overall configuration of a V-type engine in a first embodiment that embodies an engine valve timing control apparatus according to the present invention;
FIG. 2 is a view showing a perspective configuration of an intake camshaft and a variable valve timing mechanism according to the embodiment.
FIG. 3 is a view showing a configuration of a variable valve timing mechanism and a lubricating oil passage according to the embodiment.
FIG. 4 is a diagram showing an example of a drive mode by normal control with respect to the variable valve timing mechanism of the same embodiment;
FIG. 5 is a flowchart showing “basic phase change processing” performed as part of “drive control of a variable valve timing mechanism” in the embodiment;
FIG. 6 is a flowchart showing a “phase change request determination process” performed as part of “variable valve timing mechanism drive control” in the embodiment;
FIG. 7 is a flowchart showing “phase change start processing” performed as part of “drive control of variable valve timing mechanism” in the embodiment;
FIG. 8 is a flowchart showing “phase change stop processing” performed as part of “drive control of variable valve timing mechanism” in the embodiment;
FIG. 9 is a view showing an example of a driving mode by “drive control of a variable valve timing mechanism” for the variable valve timing mechanism of the same embodiment;
FIG. 10 is a timing chart showing an example of a change timing of the valve timing by “variable valve timing mechanism drive control” according to the embodiment;
FIG. 11 is a flowchart showing a “basic phase change process” performed as part of “a drive control of a variable valve timing mechanism” in a second embodiment that embodies the valve timing control device for an engine according to the present invention.
FIG. 12 is a flowchart showing “response performance determination processing” performed as part of “drive control of variable valve timing mechanism” in the embodiment;
FIG. 13 is a flowchart showing a “phase change start process” performed as part of “variable valve timing mechanism drive control” in the embodiment;
FIG. 14 is a timing chart showing an example of a change timing of the valve timing by “variable valve timing mechanism drive control” according to the embodiment;
FIG. 15 is a flowchart showing a “basic phase change process” performed as part of “a drive control of a variable valve timing mechanism” in a third embodiment that embodies the valve timing control apparatus for an engine according to the present invention.
FIG. 16 is a flowchart showing “phase change request determination processing” performed as part of “drive control of variable valve timing mechanism” in the embodiment;
FIG. 17 is a flowchart showing “phase change start processing” performed as part of “drive control of variable valve timing mechanism” in the embodiment;
FIG. 18 is a flowchart showing “phase change stop processing” performed as part of “drive control of variable valve timing mechanism” in the embodiment;
FIG. 19 is a timing chart showing an example of a change timing of the valve timing by “variable valve timing mechanism drive control” according to the embodiment;
[Explanation of symbols]
E ... V-type engine, 1 ... engine body, 11 ... first bank, 12 ... second bank, 13 ... crankshaft, 14 ... oil pump, 15 ... oil pan, 21 ... first intake camshaft, 22 ... second Intake camshaft, 23 ... first intake cam, 25 ... cam sprocket, 31 ... first variable valve timing mechanism, 32 ... second variable valve timing mechanism, 33 ... vane rotor, 33b ... vane, 35 ... housing, 35b ... housing portion 41 ... 1st solenoid valve, 42 ... 2nd solenoid valve, Pa ... Advance angle supply port, Pb ... Delay angle supply port, Pc ... Closed port, 51 ... Advance pressure chamber, 53 ... Delay angle pressure chamber, 7 ... Electronic control unit (ECU), Ra ... First mechanism side lubricant passage, Rb ... Second mechanism side lubricant passage, R1 ... First lubricant passage, R2 ... Second lubricant passage, R3 ... Third lubrication Oil passage, R ... fourth lubricating oil passage, R5 ... fifth lubricating oil passage, S1 ... engine rotational speed sensor, S2 ... crank position sensor, S3 ... camshaft sensor, S4 ... engine coolant temperature sensor, Tv ... timing belt.

Claims (7)

In an engine valve timing control apparatus that is applied to an engine having a plurality of variable valve timing mechanisms and changes the valve timing of the engine through control of a lubricant supply mode for each of the variable valve timing mechanisms.
On the condition that a request for changing the valve timing of the engine is detected, the variable valve timing mechanism corresponding to the change request is provided with control means for starting driving in order from the variable valve timing mechanism having the lowest lubricant supply pressure. An engine valve timing control device. The valve timing control apparatus for an engine according to claim 1,
The control means, with respect to two variable valve timing mechanisms whose driving start order is continued, on the condition that the phase of the camshaft corresponding to the previously driven variable valve timing mechanism has reached a predetermined phase A valve timing control device for an engine, which starts driving a variable valve timing mechanism. The valve timing control apparatus for an engine according to claim 1,
The control means, with respect to two variable valve timing mechanisms in which the driving start order is continued, on the condition that the elapsed time from the start of driving of the previously driven variable valve timing mechanism has reached a predetermined time or more The valve timing control device for an engine starts driving the variable valve timing mechanism. Applied to an engine equipped with a highly responsive valve timing mechanism as a variable valve timing mechanism and a low responsive valve timing mechanism having a response performance lower than that of the same mechanism, and control of a lubricating oil supply mode for each of these variable valve timing mechanisms In the engine valve timing control device for changing the valve timing of the engine through
Provided with control means for starting driving the low-responsiveness valve timing mechanism first on the condition that a request for changing the valve timing of the engine is detected, and then starting driving the highly-responsive valve timing mechanism. An engine valve timing control device characterized by the above. The engine valve timing control device according to claim 4,
The control means starts driving the high responsive valve timing mechanism on condition that the phase of the camshaft corresponding to the low responsive valve timing mechanism has reached a predetermined phase. Valve timing control device. The engine valve timing control device according to claim 4,
The control means starts driving the high-responsive valve timing mechanism on the condition that the elapsed time from the start of driving the low-responsive valve timing mechanism has reached a predetermined time or more. An engine valve timing control device. The valve timing control device for an engine according to any one of claims 1 to 6,
Prior to the start of driving of each variable valve timing mechanism, the control means resets the driving start order of each variable valve timing mechanism by taking into account the operating state of the engine in response performance of each variable valve timing mechanism. An engine valve timing control device.

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