JP2010031702A - Control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deterioration in startability, misfire, a pump loss, and an increase in engine vibration, in an engine provided with a variable valve train leaning the position of an operating angle based on the maximum operating angle or minimum operating angle of an intake valve or an exhaust valve. <P>SOLUTION: This control device 1 for the engine includes: an operating angle variable device 10 and a valve-opening phase variable mechanism 58 respectively varying the operating conditions of the intake valve 12 and/or the exhaust valve 13; and an ECU 50 learning the position of the operating angle based on the maximum operating angle or minimum operating angle of the intake valve 12 and/or the exhaust valve 13 of the operating angle variable device 10. After an ignition is in the ON position, the ECU 50 learns the position of the operating angle before the engine starts. Thereby, it is possible to suppress the deterioration in startability, misfire, pump loss, and increase in the engine vibration. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an engine control device, and more particularly, to an engine control device including a variable valve mechanism that makes an operation state of an intake valve and / or an exhaust valve variable.

  2. Description of the Related Art There is known a variable valve operating device that makes the opening timing and lift amount of an intake valve or exhaust valve of an engine variable. An improved version of such a variable valve operating device is disclosed in Patent Document 1.

  The variable valve mechanism disclosed in Patent Document 1 is provided with a three-dimensional cam in which the height of the nose and the phase of the peak point of the nose change continuously according to the axial position of the camshaft. The camshaft is moved in the axial direction to change the lift amount of the intake valve or exhaust valve.

  The control device for the variable valve mechanism of Patent Document 1 is due to the influence of variations in the output characteristics of the cam position sensor in the variable valve mechanism, variations in its mounting position, changes in sensor characteristics due to temperature changes, and the like. By detecting and correcting the offset amount of the sensor output and the deviation amount of the gain as the learning output, the operation state of the intake valve and the operation state of the exhaust valve are appropriately controlled. In particular, the valve position is uniquely specified by selecting the maximum displacement end position or minimum displacement end position, which is the mechanical stopper position of the actuator, as the reference position for detecting such learning output. Thus, the learning output value is easily and reliably acquired.

Japanese Patent Laid-Open No. 2003-41977

  By the way, when the maximum displacement end position or the minimum displacement end position is selected in such sensor output learning, the valve opening / closing period becomes extremely long because the valve operating angle is either the maximum or the minimum. Or extremely short. Thus, when the valve opening / closing period becomes extreme, depending on the opening / closing timing of the valve, there may be a deviation from the operating state of the valve suitable for the operating state. In particular, when such learning is performed in a diesel engine, the diesel engine compresses the air-fuel mixture and ignites. Therefore, there is a problem that does not become a problem in a gasoline engine that can control combustion at the timing of ignition. That is, in a diesel engine, depending on how to take valve timing in learning of sensor output, startability deteriorates due to a decrease in the actual compression ratio of the air-fuel mixture, misfire, startability due to exhaust gas remaining in the cylinder Deterioration, pump loss, and engine vibration may increase.

  For example, an example of such valve timing during learning will be described with reference to FIGS. 15, 16, and 17. FIG. FIG. 15A shows the valve opening period when learning is performed based on the maximum displacement end position, that is, the maximum operating angle in the intake valve, and FIG. 15B shows the in-cylinder pressure in that case. And the cylinder volume. As shown in FIGS. 15 (a) and 15 (b), in the intake valve, when learning is performed based on the maximum operating angle, the in-cylinder pressure does not increase because the valve is opened halfway through the compression stroke, It is assumed that the actual compression ratio is reduced, leading to misfire.

  FIG. 16A shows the valve opening period when learning is performed based on the minimum displacement end position, that is, the minimum operating angle, in the intake valve, and FIG. The relationship between in-cylinder pressure and cylinder volume is shown. As shown in FIGS. 16A and 16B, in the intake valve, when learning is performed based on the minimum operating angle, the in-cylinder pressure is reduced because the valve is closed during the intake stroke, and the actual compression ratio is reduced. descend. This is assumed to lead to misfire.

  FIG. 17A shows the valve opening period when learning is performed based on the minimum displacement end position, that is, the minimum operating angle, in the exhaust valve, and FIG. The relationship between in-cylinder pressure and cylinder volume is shown. As shown in FIGS. 17 (a) and 17 (b), when learning is performed on the exhaust valve based on the minimum operating angle, exhaust remains in the cylinder because the valve is closed halfway through the exhaust stroke, By recompressing, it is assumed that pump loss increases and engine vibration increases. As described above, in a diesel engine, startability deterioration, misfire, pump loss, and engine vibration due to learning of sensor output can be considered.

  Therefore, an object of the present invention is to suppress deterioration in startability, misfire, pump loss, and increase in engine vibration in an engine including a variable valve mechanism that learns the operating angle positions of intake valves and exhaust valves.

  An engine control apparatus of the present invention that solves such a problem includes a variable valve mechanism that varies the operating state of an intake valve and / or an exhaust valve, and an operating angle of the intake valve and / or the exhaust valve of the variable valve mechanism. Control means for performing position learning, and the control means executes the operating angle position learning after the ignition is turned on and before the engine is started (Claim 1). By adopting such a configuration, since the working angle position learning is performed without being involved in the combustion of fuel, it is possible to suppress deterioration in startability, misfire, pump loss, and increase in engine vibration. As such a determination criterion for starting the engine, for example, the start of cranking or the start of fuel injection can be selected.

  The working angle position learning can be executed with the maximum working angle or the minimum working angle. However, the valve opening state after the operation angle position learning is performed in the state where the maximum operation angle or the minimum operation angle is set may not be a state suitable for starting the ignition of fuel. Therefore, in such an engine control apparatus, the control means sets the working angle of the intake valve of the variable valve mechanism to a target working angle at which the actual compression ratio is equal to or greater than a predetermined value after the working angle position learning is executed. Later, fuel injection can be started (Claim 2). Thereby, the ignitability of the fuel becomes good and high startability can be secured. The fuel is ignited if the actual compression ratio is equal to or greater than a predetermined value. The predetermined value is a value determined based on engine specifications such as a mechanical compression ratio based on the cylinder volume and the combustion chamber volume, and the performance of an injector that injects fuel and a glow that raises the fuel temperature. In addition, since combustion is normally performed in this way, it is possible to avoid THC (Total HydroCarbons) discharge and white smoke discharge due to misfire.

  Further, the valve lift characteristic as it is after performing the working angle position learning in the state where the maximum working angle or the minimum working angle is set does not necessarily match the state in which comfortable driving is realized for the user. . In particular, if exhaust gas remains in the cylinder during the exhaust stroke, the piston will perform compression work, causing engine vibration. At this time, the user feels uncomfortable. Therefore, in such an engine control device, the control means sets the working angle of the exhaust valve of the variable valve mechanism to a target working angle at which engine vibration is equal to or less than a predetermined value after execution of working angle position learning. Later, fuel injection can be started (Claim 3). The predetermined value here is a predetermined threshold value based on engine vibration when it is determined that the user does not feel uncomfortable. By setting it as the structure like this invention, a vibration of an engine can be suppressed and a user's discomfort can be suppressed.

  Further, if exhaust gas remains in the cylinder during the exhaust stroke, engine pump loss occurs. Thus, it is necessary to overcome the pressure in the cylinder during cranking and rotate the crankshaft. Therefore, in such an engine control device, the control means sets the working angle of the exhaust valve of the variable valve mechanism to a target working angle at which the pump loss of the engine is a predetermined value or less after the working angle position learning is executed. After the setting, fuel injection can be started (claim 4). The predetermined value here can be determined in consideration of the ability of the starter. With the configuration of the present invention, engine pump loss can be suppressed. As a result, it is possible to provide a margin for cranking.

  The engine control apparatus of the present invention also includes a variable valve mechanism that varies the operating state of the intake valve and / or the exhaust valve, and learning of the operating angle position of the intake valve and / or the exhaust valve of the variable valve mechanism. And a control means for performing the operation angle position learning based on the ignition off signal. By adopting such a configuration, since the working angle position learning is performed without being involved in the combustion of fuel, it is possible to suppress deterioration in startability, misfire, pump loss, and increase in engine vibration.

  In such an engine control device, the control means may set the working angle of the intake valve of the variable valve mechanism to a target working angle at which an actual compression ratio is equal to or greater than a predetermined value after the working angle position learning is executed. (Claim 6). As a result, the fuel can be ignited at the next engine start, a good startability of the engine can be secured, and the start time can be shortened. The predetermined value is a value determined based on engine specifications such as a mechanical compression ratio based on the cylinder volume and the combustion chamber volume, and the performance of an injector that injects fuel and a glow that raises the fuel temperature. In addition, since combustion is normally performed in this way, it is possible to avoid THC emission and white smoke emission due to misfire.

  In such an engine control apparatus, the control means may set the working angle of the exhaust valve of the variable valve mechanism to a target working angle at which engine vibration is equal to or less than a predetermined value after the working angle position learning is executed. (Claim 7). The predetermined value here is a predetermined threshold value based on engine vibration when it is determined that the user does not feel uncomfortable. By adopting the configuration as in the present invention, the vibration of the engine can be suppressed at the next engine start, and the user's discomfort can be suppressed.

In such an engine control apparatus, the control means sets the working angle of the exhaust valve of the variable valve mechanism to a target working angle at which the pump loss of the engine is not more than a predetermined value after execution of working angle position learning. (Claim 8). The predetermined value here is a pump loss value that can be cranked based on the ability of the starter. With the configuration of the present invention, at the next engine start, the engine pump loss can be suppressed and the engine can be started satisfactorily.

  In such an engine control device, the control means can perform the working angle position learning based on the maximum working angle of the intake valve in an advanced state (claim 9). In such an engine control device, the control means can perform the working angle position learning based on the minimum working angle of the exhaust valve in an advanced state (claim 10). By setting it as such a structure, the actual compression ratio which can ignite a fuel is securable. Thereby, the startability of the engine can be ensured. Further, THC emission and white smoke emission due to misfire can be avoided. Furthermore, pump loss of the engine can be suppressed, and increase in vibration can be suppressed.

  Further, such an engine control device includes an idle stop control means for stopping the engine while the vehicle is stopped, and the control means minimizes the operating angle of the intake valve when the engine is stopped by the idle stop control means. (Claim 11). By adopting such a configuration, it is possible to reduce the compression work of the engine and suppress the vibration as much as possible when the engine is stopped during idle stop.

  Further, in the engine control apparatus provided with such an idle stop control means, the variable valve mechanism is driven by an electric drive means, and the control means is operated while the engine is stopped by the idle stop control means. In addition, it is possible to perform working angle position learning based on the maximum working angle of the intake valve. By adopting such a configuration, the working angle position learning is performed while the engine is stopped, so that deterioration of startability, misfire, pump loss, and increase in engine vibration can be suppressed. Furthermore, when the engine is started again, the cranking compression work can be reduced, and the engine rotation can be smoothly increased.

  Further, the engine control apparatus including such an idle stop control means includes an idle stop control means for stopping the engine while the vehicle is stopped, and the variable valve mechanism is driven by an electric drive means, and the control means The intake valve operating angle can be set to an operating angle at which the actual compression ratio can be ignited before the engine stopped by the idle stop control means is started. With such a configuration, it is possible to reliably ignite the injected fuel when starting the engine from the idle stop state.

  The engine control device according to the present invention further comprises idle stop control means for stopping the engine while the vehicle is stopped, and the control means learns the operating angle position when the engine is stopped by the idle stop control means. Can be avoided (claim 14). By adopting such a configuration, it is not necessary for the variable valve mechanism to return from the learning state based on the maximum working angle or the minimum working angle to the working angle at which ignition is possible, and a start in as short a time as possible is required. It takes no time to start the engine from the idle stop state.

  According to the present invention, since the timing at which the working angle position learning is performed is a timing not related to the combustion of fuel, deterioration of engine startability, misfire, pump loss, and increase in engine vibration can be suppressed.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  A control apparatus 1 according to an embodiment of the present invention includes, in a diesel engine, a variable valve mechanism that varies the operating states of an intake valve and an exhaust valve, and a control unit that controls the variable valve mechanism. . The variable valve mechanism is a variable valve opening phase mechanism that changes the operating angle of the intake valve 12 and the exhaust valve 13, that is, the valve opening timing of the intake valve 12 and the exhaust valve 13. 58.

  FIG. 1 is a block diagram showing the configuration of the control device 1. The control device 1 according to the present embodiment includes a working angle varying device 10 and an ECU (Electronic Control Unit) 50 that controls the operation of the working angle varying device 10. The ECU 50 performs working angle position learning described later. The ECU 50 includes a servo motor 52 that rotationally drives the control shaft 16 of the operating angle varying device 10, a control shaft rotation angle sensor 53 that detects the rotation angle of the control shaft 16, and a crank angle sensor 54 that detects the crank angle of the engine. And are electrically connected.

  Further, the system of the present embodiment includes a known valve opening phase varying mechanism 58 that continuously varies the phase of the cam shaft 56 provided with the drive cam 14 of the operating angle varying device 10, and the rotational position of the cam shaft 56. And a cam angle sensor 60 for detecting. The variable valve opening phase mechanism 58 can advance or retard the valve timing of the intake valve 12 and the exhaust valve 13.

  Next, the working angle varying device 10 will be described. FIG. 2 is an explanatory view showing a working angle varying device 10 incorporated in the control device 1 of the present invention. In the following description, it is assumed that the operating angle varying device 10 shown in FIG. 2 drives the intake valve 12 of the engine. The variable valve operating apparatus 10 that drives the exhaust valve 13 has the same configuration, and only the one that drives the intake valve 12 will be described here.

  The operating angle varying device 10 includes a drive cam 14 provided on a cam shaft that is rotationally driven by an engine crankshaft, and a control shaft 16 disposed in parallel with the camshaft.

  The operating angle varying device 10 has a control shaft drive mechanism (not shown) that can rotate the control shaft 16 within a predetermined angle range. The configuration of this control shaft drive mechanism is comprised of a worm wheel (not shown) fixed to one end of the control shaft 16, a worm gear (not shown) meshing with the worm wheel, and a servo motor (not shown) that rotationally drives the worm gear. ) And can be configured. In this case, the rotation position (rotation angle) of the control shaft 16 can be controlled by controlling the rotation direction and the rotation amount of the servo motor.

  Further, the operating angle varying device 10 has a swing arm 18. The swing arm 18 is installed so as to be swingable about the control shaft 16. A slider surface 20 is formed on the swing arm 18 on the side facing the drive cam 14.

  A slider roller 22 is disposed between the swing arm 18 and the drive cam 14. The slider roller 22 includes a first roller 22a and a second roller 22b having a smaller diameter than the first roller 22a. The first roller 22 a is in contact with the peripheral surface of the drive cam 14, and the second roller 22 b is in contact with the swing arm 18. The first roller 22a and the second roller 22b are arranged coaxially and are rotatable independently of each other.

The slider roller 22 is supported at the tip of the support arm 24. Although not shown in FIG. 2, the control shaft 16 is provided with a control arm that protrudes downward in FIG. 2, and the base end of the support arm 24 rotates at the tip of the control arm. It is linked movably. Thereby, the slider roller 22 can be moved by rotating the control shaft 16. That is, when the control shaft 16 is rotated clockwise from the state shown in FIG. 2, the slider roller 22 is pulled by the control arm and the support arm 24, and the swing center 26 of the swing arm 18, that is, the control shaft. Approach the center of 16. Further, when the control shaft 16 is rotated counterclockwise from a state where the slider roller 22 is close to the swing center 26, the slider roller 22 moves away from the swing center 26. FIG. 2 shows a state in which the position of the slider roller 22 is farthest from the swing center 26.

  Furthermore, stoppers 23a and 23b for limiting the movement range of the slider roller 22 are provided. When the slider roller 22 is located farthest from the swing center 26, the slider roller 22 contacts the stopper 23a. On the other hand, when the slider roller 22 is located closest to the swing center 26, the slider roller 22 contacts the stopper 23b. The arrangement positions of the stoppers 23a and 23b are determined in accordance with the fluctuation range of the lift amount of the intake valve 12.

  The slider surface 20 has a curved surface (for example, a circular arc surface) in which the distance from the center of the drive cam 14 gradually narrows from the distal end side of the swing arm 18 toward the swing center 26 side.

  A swing cam surface 28 is formed on the swing arm 18 on the side opposite to the slider surface 20. The swing cam surface 28 is provided continuously from a non-acting surface (basic circle portion) 28a formed so that the distance from the swing center 26 of the swing arm 18 is constant, and the non-acting surface 28a. The working surface 28b is formed so that the distance from the swing center 26 gradually increases. In the present embodiment, the action surface 28b is configured as an arc surface centered on the action surface center 30, but the action surface 28b may not be an arc surface.

  Such a swing arm 18 is urged counterclockwise in FIG. 2 by a lost motion spring (not shown). With this urging force, the swing arm 18 is pressed against the slider roller 22, and the slider roller 22 is pressed against the drive cam 14.

  Furthermore, the operating angle varying device 10 includes a rocker arm 32 that presses the valve shaft of the intake valve 12 in the lift direction. The rocker arm 32 is disposed below the swing arm 18 in FIG. A rocker roller 34 is provided on the rocker arm 32 so as to face the swing cam surface 28. The rocker roller 34 is rotatably attached to an intermediate portion of the rocker arm 32. One end of the rocker arm 32 is in contact with the valve shaft end of the intake valve 12, and the other end of the rocker arm 32 is supported by a hydraulic lash adjuster 36. The intake valve 12 is urged by a valve spring (not shown) in a closing direction, that is, a direction in which the rocker arm 32 is pushed up. The rocker roller 34 is pressed against the swing cam surface 28 of the swing arm 18 by the biasing force and the hydraulic lash adjuster 36.

  In such a working angle varying device 10, when the drive cam 14 rotates, the cam lift of the drive cam 14 is transmitted to the swing arm 18 via the slider roller 22, thereby swinging the swing arm 18.

  When the control shaft 16 is rotated clockwise from the state shown in FIG. 2, the slider roller 22 moves in a direction approaching the swing center 26. As a result, the second roller 22 b of the slider roller 22 comes into contact with the slider surface 20. In this state, the intake valve 12 opens and closes as the drive cam 14 rotates and the swing arm 18 swings. This state is hereinafter referred to as “valve drive state”.

  When the drive cam 14 is not lifted in the valve drive state, that is, when the base circle portion of the drive cam 14 is in contact with the first roller 22a, the rocker roller 34 is in contact with the non-working surface 28a of the swing cam surface 28. In contact. Thereby, the intake valve 12 is closed. When the drive cam 14 begins to lift and the swing arm 18 begins to swing clockwise in FIG. 2, the contact point between the rocker roller 34 and the swing cam surface 28 (hereinafter referred to as “rocker roller contact point”). Is transferred from the non-working surface 28a to the working surface 28b. When the rocker roller contact point shifts to the action surface 28b, the rocker arm 32 is pushed down and the intake valve 12 is opened.

  As will be described below, in the operating angle variable device 10, the operating angle and the maximum lift amount (hereinafter referred to as both) of the intake valve 12 are obtained by rotating the control shaft 16 and moving the slider roller 22 in the valve driving state. Is simply referred to as “working angle”).

  First, it is assumed that the slider roller 22 is in contact with the position closest to the swing center 26, that is, the stopper 23b. At this time, since the cam lift of the drive cam 14 is transmitted to the swing arm 18 at a position close to the swing center 26, the swing range (swing width) of the swing arm 18 is increased. For this reason, the operating angle of the intake valve 12 is increased. Further, as described above, the closer to the swing center 26, the smaller the distance between the slider surface 20 and the center of the drive cam 14. Therefore, the position of the swing arm 18 when the drive cam 14 is not lifted moves to the clockwise side in FIG. 2 as the slider roller 22 approaches the swing center 26. Therefore, after the swing arm 18 starts swinging, the amount of rotation of the swing arm 18 required until the rocker roller contact point shifts to the non-working surface 28b, that is, until the intake valve 12 starts to lift is The closer the slider roller 22 is to the swing center 26, the smaller it becomes. This also increases the operating angle of the intake valve 12. As described above, when the slider roller 22 is in the position closest to the swing center 26, that is, in contact with the stopper 23b, the lift amount of the intake valve 12 becomes the maximum and the maximum operating angle.

  Conversely, assuming that the slider roller 22 is far from the swing center 26, that is, is in contact with the stopper 23 a, the cam lift of the drive cam 14 is transmitted to the swing arm 18 at a position far from the swing center 26. It will be. For this reason, the swing range (swing width) of the swing arm 18 is reduced. Further, after the swing arm 18 starts swinging, the amount of rotation of the swing arm 18 required until the rocker roller contact point shifts to the non-operating surface 28b increases as the slider roller 22 is further away from the swing center 26. Become. As a result, the operating angle of the intake valve 12 becomes smaller as the slider roller 22 is farther from the swing center 26. As described above, when the slider roller 22 is in the position farthest from the swing center 26, that is, in contact with the stopper 23a, the lift amount of the intake valve 12 is minimized and the minimum operating angle is obtained.

  The ECU 50 controls the operating angle of the intake valve 12 by controlling the rotational position of the control shaft 16 according to the operating state of the engine (engine rotational speed and engine load) according to a predetermined map. For example, the larger the engine load, the larger the operating angle, and the smaller the engine load, the smaller the operating angle.

  FIG. 3 is an explanatory diagram showing the relationship between the valve opening time and the valve lift amount of the intake valve 12 and the exhaust valve 13 that vary depending on the operation of the operating angle varying device 10. 3 indicates the valve opening time and the valve lift amount of the intake valve 12, and the mountain indicated by the broken line in FIG. 3 indicates the valve opening time and the valve lift amount of the exhaust valve 13. Further, the larger the peak of the lift curve, the larger the valve lift amount and the longer the valve opening time. As shown in FIG. 3, the intake valve 12 makes the valve opening start timing constant and changes the valve lift amount. Thereby, the valve closing timing is changed, and the valve opening time, that is, the operating angle is changed. On the other hand, the exhaust valve 13 changes the valve opening start time and the valve lift amount so as to make the valve closing time constant, and changes the valve opening time and the operating angle of the valve. In the present embodiment, the valve opening timing of the intake valve 12 can be varied using the valve opening phase varying mechanism 58, and the valve closing timing of the exhaust valve 13 can be changed. Each lift curve inside can move left and right.

  Hereinafter, working angle learning of the control device 1 including the variable valve mechanism in such an embodiment will be described. Working angle position learning is the offset amount of sensor output due to the influence of variations in sensor output characteristics in the variable valve mechanism of the present embodiment, variations in its mounting position, changes in sensor characteristics due to temperature changes, etc. , And a process of detecting and correcting a gain deviation amount as a learning output, so-called calibration. In the present invention, the operating angle position learning is performed based on the position of the control shaft 16 at the maximum operating angle on the mechanism and the minimum operating angle. Further, the operating angle and the phase fluctuation range in the control device 1 of the present invention are determined from the viewpoints of emission, fuel consumption, and output.

  Next, a control flow performed by the ECU 50 in the present embodiment will be described. The working angle position learning of the present embodiment is performed immediately before the engine is started.

  First, working angle position learning of the intake valve 12 will be described. FIG. 4 is a flowchart of control performed by the ECU 50 in this embodiment. This control is performed before the engine is started. First, the ECU 50 turns on the ignition in step S11. Next, the ECU 50 starts working angle position learning in step S12. In the operation angle position learning process in step S12, the ECU 50 drives the servo motor 52 to rotate the swing arm 18 in FIG. 2 clockwise, so that the slider roller 22 moves to a position where it contacts the stopper 23b. Let That is, the control shaft 16 is rotated to a position where the intake valve 12 has a maximum operating angle. Further, the ECU 50 acquires the control shaft rotation angle measured by the control shaft rotation angle sensor 53 at this time as the angle at the maximum operating angle. The ECU 50 controls the working angle of the intake valve 12 performed after this processing with reference to the angle at the maximum working angle acquired here. After finishing the process of step S12, the ECU 50 proceeds to step S13. In step S13, the ECU 50 permits fuel injection. This starts the engine. The ECU 50 returns after processing step S13.

  Thus, the operating angle position learning is performed before fuel injection. For this reason, fluctuations in the opening / closing timing of the intake valve 12 during learning of the operating angle position do not affect the fuel combustion. Therefore, there is no problem of startability deterioration, THC and white smoke emission due to misfire.

  In this embodiment, the working angle position learning is performed with the working angle of the intake valve 12 as the maximum, but the working angle position learning can be performed with the working angle of the intake valve 12 as the minimum. In this case, the ECU 50 drives the servo motor 52 to rotate the swing arm 18 in FIG. 2 counterclockwise to move the slider roller 22 to a position where it contacts the stopper 23a. That is, the control shaft 16 is rotated to a position where the intake valve 12 has a minimum operating angle. Then, the ECU 50 acquires the control shaft rotation angle measured by the control shaft rotation angle sensor 53 at this time as the angle at the minimum operating angle. The ECU 50 performs the control of the working angle of the intake valve 12 performed after this processing on the basis of the angle at the minimum working angle acquired here.

  Further, the working angle position learning of the exhaust valve 13 will be described. Learning of the working angle position of the exhaust valve 13 is also performed according to the flowchart of FIG. Learning of the working angle position of the exhaust valve 13 is also performed before fuel injection. For this reason, since exhaust gas does not remain in the cylinder, there is no problem of engine pump loss and engine vibration due to exhaust gas compression.

  Next, another embodiment of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, the operating angle position learning is performed in a period immediately before the engine is stopped when the injection is finished and the engine speed becomes zero.

  Here, a control flow performed by the ECU 50 in the present embodiment will be described. FIG. 5 is a flowchart of control performed by the ECU 50 in this embodiment.

  This control is performed at the timing when the engine stops. First, the ECU 50 turns off the ignition in step S21. Next, the ECU 50 stops fuel injection in step S22. Next, the ECU 50 starts working angle position learning in step S23. In the working angle position learning process of step S23, the ECU 50 drives the servo motor 52 to rotate the swing arm 18 in FIG. 2 clockwise, so that the slider roller 22 moves to a position where it contacts the stopper 23b. Let That is, the control shaft 16 is rotated to a position where the intake valve 12 has a maximum operating angle. Further, the ECU 50 acquires the control shaft rotation angle measured by the control shaft rotation angle sensor 53 at this time as the angle at the maximum operating angle. The ECU 50 controls the operating angle of the intake valve 12 performed during the next operation after this processing with reference to the angle at the maximum operating angle acquired here. After finishing the process of step S23, the ECU 50 proceeds to step S24. In step S24, the ECU 50 stops the engine. The ECU 50 returns after processing step S24.

  Thus, the operating angle position learning is performed after the fuel injection is stopped. For this reason, fluctuations in the opening / closing timing of the intake valve 12 during learning of the operating angle position do not affect the fuel combustion. Therefore, deterioration of startability and misfire do not become a problem. In the present embodiment, as in the first embodiment, the working angle position learning can be performed based on the minimum working angle.

  In this embodiment, the working angle position learning can also be performed with the working angle of the exhaust valve 13 being maximized or minimized. In this case, the ECU 50 performs processing according to the flowchart of FIG. Learning of the operating angle position of the exhaust valve 13 is also performed after the fuel injection is stopped. Therefore, exhaust gas that causes pump loss or vibration of the engine does not remain in the cylinder during the working angle position learning, so that increase of pump loss and engine vibration due to exhaust gas compression is suppressed.

  Next, another embodiment of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, the fuel injection is started after the working angle position learning of the intake valve 12 is executed immediately before the engine is started, and after the working angle of the intake valve 12 is set to the target working angle at which the actual compression ratio becomes a predetermined value or more.

  Here, a control flow performed by the ECU 50 in the present embodiment will be described. FIG. 6 is a flowchart of control performed by the ECU 50 in the present embodiment. The processes in steps S11 and S12 in FIG. 6 are the same as the processes in steps S11 and S12 shown in FIG. 4, and thus detailed description thereof is omitted here. After finishing the process of step S12, the ECU 50 proceeds to the process of step S1a. In step S1a, the ECU 50 changes the operating angle of the intake valve 12 to the target operating angle. Here, the target operating angle is an operating angle when the actual compression ratio is equal to or greater than the predetermined value ε0. The predetermined value ε0 is a value of an actual compression ratio that enables the ignition of fuel. The predetermined value ε0 is determined on the basis of engine specifications such as a mechanical compression ratio based on the cylinder volume and the combustion chamber volume, and the performance of an injector that injects fuel and a glow that raises the fuel temperature.

  FIG. 7 is an explanatory diagram showing the relationship between the actual compression ratio and the closing timing of the intake valve 12. As shown in FIG. 7, the actual compression ratio draws a convex parabola with the closing timing of the intake valve 12 at the BDC point. The closing timing of the intake valve when the actual compression ratio is equal to or greater than the predetermined value ε0 is the target operating angle.

  When the ECU 50 finishes the process of step S1a, the process proceeds to step S1b. The ECU 50 turns on the injection permission flag in step S1b. After finishing the process of step S1b, the ECU 50 proceeds to step S13. Since the process of step S13 is the same process as step S13 shown in FIG. 4, detailed description here is abbreviate | omitted. The engine cranking may be performed in parallel with step S1a at the end of step S12.

  Thus, the learning of the operating angle position of the intake valve 12 is performed before fuel injection. For this reason, fluctuations in the opening / closing timing of the intake valve 12 during learning of the operating angle position do not affect the fuel combustion. Therefore, there is no problem of startability deterioration, THC and white smoke emission due to misfire. Furthermore, after the working angle position learning is completed, the working angle of the intake valve 12 is changed to the target working angle, so that it is possible to ensure a good startability of the engine after the start of injection and to suppress the emission of THC and white smoke due to misfire. it can.

  Next, another embodiment of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, after the working angle position learning of the exhaust valve 13 is executed immediately before the engine is started, the fuel injection is started after the working angle of the exhaust valve 13 is set to a target working angle at which the engine vibration becomes a predetermined value or less.

  The control performed by the ECU 50 in this embodiment can be performed using the control flow shown in the flowchart of FIG. 6 described in the third embodiment. However, the difference between the intake valve 12 and the exhaust valve 13 is that the target operating angle in step S1a is different. The target operating angle of the present embodiment is an operating angle when the engine vibration becomes a predetermined value ε1 or less. The predetermined value ε1 is a predetermined threshold value based on engine vibrations that are determined not to be uncomfortable for the user.

  FIG. 8 is an explanatory diagram showing the relationship between engine vibration and exhaust valve opening timing. As shown in FIG. 8, the vibration of the engine is such that the opening timing of the exhaust valve gradually changes on the advance side with respect to BDC, and rapidly increases on the retard side with respect to BDC. The opening timing of the exhaust valve when the engine vibration is equal to or less than the predetermined value ε1 is the target operating angle.

  Thus, the operating angle position learning is performed before fuel injection. For this reason, since exhaust gas does not remain in the cylinder, there is no problem of engine pump loss and engine vibration due to exhaust gas compression. Furthermore, after the working angle position learning is completed, the working angle of the intake valve 12 is changed to the target working angle, so that the pump loss and vibration of the engine after the start of combustion are suppressed, the startability of the engine is ensured, and the user is comfortable. Can be provided.

  Next, another embodiment of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, after learning the working angle position of the exhaust valve 13 immediately before starting the engine, the working angle of the exhaust valve 13 is set to a target working angle at which the engine pump loss is a predetermined value or less, and then fuel injection is performed. Start.

  The control performed by the ECU 50 in this embodiment can be performed using the control flow shown in the flowchart of FIG. 6 described in the third embodiment. However, the difference between the intake valve 12 and the exhaust valve 13 is that the target operating angle in step S1a is different. The target working angle of the present embodiment is a working angle when the user's discomfort index is equal to or less than a predetermined value ε2. The predetermined value ε2 is a pump loss value that can be cranked in consideration of the ability of the starter.

  FIG. 9 is an explanatory diagram showing the relationship between engine pump loss and exhaust valve opening timing. As shown in FIG. 9, the vibration of the engine causes the valve opening timing of the exhaust valve to change more slowly on the advance side than BDC, and rapidly increase on the retard side from BDC. The opening timing of the exhaust valve when the pump loss of the engine is equal to or less than the predetermined value ε2 is the target operating angle.

  Thus, the operating angle position learning is performed before fuel injection. For this reason, since exhaust gas does not remain in the cylinder, there is no problem of engine pump loss and engine vibration due to exhaust gas compression. Furthermore, after the working angle position learning is completed, the working angle of the intake valve 12 is changed to the target working angle, so that the pump loss and vibration of the engine after the start of combustion are suppressed, the startability of the engine is ensured, and the user is comfortable. Can be provided.

  Further, other embodiments of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, after learning the operating angle position of the intake valve 12 immediately before the engine is stopped, the operating angle of the intake valve 12 is set to the target operating angle at which the actual compression ratio becomes a predetermined value or more, and then the engine power is turned off. To do.

  Here, a control flow performed by the ECU 50 in the present embodiment will be described. FIG. 10 is a flowchart of control performed by the ECU 50 in this embodiment. Since the processing of step S21, step S22, and step S23 in FIG. 10 is the same processing as step S21, step S22, and step S23 shown in FIG. 5, detailed description thereof is omitted here.

  After finishing the process of step S23, the ECU 50 proceeds to the process of step S2a. In step S2a, the ECU 50 changes the operating angle of the intake valve 12 to the target operating angle. Here, the target operating angle is an operating angle when the actual compression ratio is equal to or greater than the predetermined value ε0. The predetermined value ε0 is the same as that described in the third embodiment, and a detailed description thereof is omitted here.

  When the ECU 50 finishes the process of step S2a, it proceeds to step S2b. The ECU 50 turns off the power supply system of the engine in step S2b. At this time, the position of the swing arm 18 is fixed so as to maintain the operating angle of the intake valve 12 set in step S2a until the next start of operation.

  In this way, the operating angle position learning of the intake valve 12 is performed after the fuel injection is stopped. For this reason, fluctuations in the opening / closing timing of the intake valve 12 during learning of the operating angle position do not affect the fuel combustion. Therefore, deterioration of startability and misfire do not become a problem. Furthermore, since the engine is started at a working angle suitable for the next start of operation, it is possible to ensure startability of the engine and to suppress the emission of THC and white smoke due to misfire. Further, with the configuration as in the present embodiment, even if the engine stops first while changing the operating angle of the intake valve 12 to the target operating angle, the operating angle can be changed by electric drive.

  Further, other embodiments of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, after learning the working angle position of the exhaust valve 13 immediately before the engine is stopped, the working angle of the exhaust valve 13 is set to a target working angle at which engine vibration is a predetermined value or less, and then the engine power is turned off. To do.

  The control performed by the ECU 50 in this embodiment can be performed using the control flow shown in the flowchart of FIG. 10 described in the sixth embodiment. However, the difference between the intake valve 12 and the exhaust valve 13 is that the target operating angle in step S2a is different. The target operating angle of the present embodiment is an operating angle when the engine vibration becomes a predetermined value ε1 or less. The predetermined value ε1 is a predetermined threshold value based on engine vibrations that are determined not to be uncomfortable for the user. The predetermined value ε1 is the same as that described in the fourth embodiment. Further, the position of the swing arm 18 is fixed so as to maintain the operating angle of the exhaust valve 13 set in step S2a until the next start of operation.

  As described above, the working angle position learning of the exhaust valve 13 is performed after the fuel injection is stopped. Therefore, exhaust gas that causes pump loss or vibration of the engine does not remain in the cylinder during the working angle position learning, so that increase of pump loss and engine vibration due to exhaust gas compression is suppressed. Furthermore, since the engine is started at an operating angle suitable for the next start of operation, the startability of the engine can be ensured and a comfortable driving state can be provided to the user. Further, with the configuration as in the present embodiment, even if the engine stops first while the operating angle of the exhaust valve 13 is changed to the target operating angle, the operating angle can be changed by electric drive.

  In the present embodiment, the target operating angle is set to a value at which the engine vibration is less than or equal to a predetermined value. However, the target operating angle can be set to a value at which the pump loss of the engine is less than or equal to the predetermined value. The predetermined value ε2 is a pump loss value that can be cranked in consideration of the ability of the starter, and the target operating angle is an operating angle when the engine pump loss is equal to or less than the predetermined value ε2. The predetermined value ε2 is the same as that described in the fifth embodiment.

  Next, another embodiment of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, when learning the operating angle position of the intake valve 12, the ECU 50 sets the opening timing of the intake valve 12 to the most advanced angle state, and executes the operating angle position learning based on the maximum operating angle.

  The ECU 50 rotates the cam shaft 56 by the valve opening phase varying mechanism 58 to set the opening timing of the intake valve 12 to the earliest allowable timing, that is, the most advanced angle state. FIG. 11A is an explanatory diagram showing the intake valve opening period when the operating angle position learning is performed based on the maximum operating angle of the intake valve 12 in such a state of the most advanced angle. On the other hand, FIG. 11B is an explanatory diagram showing an intake valve opening period when the operating angle position learning is performed based on the maximum operating angle of the intake valve 12 in a state where the advance is not performed as a comparative example. As shown in FIG. 11A, in this embodiment, the valve opening timing of the intake cam 12 is advanced by α °. This α ° is the maximum advance angle in the control device 1. Such a maximum advance angle α ° is a value determined from the viewpoint of emission, fuel consumption, and output. In the state where the opening timing of the intake valve 12 is advanced, the closing timing of the intake valve 12 is advanced compared to the case where the intake valve 12 is not advanced, the amount of air outflow during the compression stroke is reduced, and the in-cylinder pressure is reduced. As a result, a decrease in the actual compression ratio is suppressed. For this reason, deterioration of startability and misfire are suppressed. Such an effect can be obtained by advancing, but the effect appears most when the most advanced angle is reached. In this way, in the state of the most advanced angle, the operating angle position learning can be performed based on the maximum operating angle of the intake valve 12 while the fuel is being injected after the engine is started. However, when the working angle position learning is performed when the fuel injection is stopped, the effect of suppressing the deterioration of startability and misfire is more effective.

  Further, when learning the operating angle position of the intake valve 12, assuming that the operating angle position learning based on the maximum operating angle is performed in a state where the opening timing of the intake valve 12 is retarded, the intake valve 12 is closed. Since the timing is delayed and the amount of air outflow during the compression stroke increases, the in-cylinder pressure decreases and the actual compression ratio decreases. Thereby, there is a risk of misfire. Therefore, the operating angle position learning based on the maximum operating angle is not executed in the state where the opening timing of the intake valve 12 is retarded.

  Further, other embodiments of the present invention will be described. The system configuration of the control device of the present embodiment is the same as that of the first embodiment, and detailed description thereof is omitted. Hereinafter, the working angle position learning of the present invention will be described. In this embodiment, when learning the operating angle position of the exhaust valve 13, the ECU 50 sets the valve opening timing of the exhaust valve 13 to the most advanced angle state, and executes the operating angle position learning based on the minimum operating angle.

  The ECU 50 can rotate the cam shaft 56 by the valve opening phase varying mechanism 58 so that the valve opening timing of the exhaust valve 13 is allowed to be the earliest permitted, that is, the most advanced state. FIG. 12A is an explanatory diagram showing an exhaust valve opening period when the working angle position learning is performed based on the minimum working angle of the exhaust valve 13 in such a state of the most advanced angle. On the other hand, FIG. 12B is an explanatory diagram showing an exhaust valve opening period when the working angle position learning is performed based on the minimum working angle of the exhaust valve 13 in a state where the advance is not advanced. As shown in FIG. 12A, in this embodiment, the valve closing timing of the exhaust cam 13 is advanced by γ °. If the valve closing timing is advanced by γ °, the valve opening timing is also advanced by γ °. This γ ° is the maximum advance angle in the control device 1. Such a maximum advance angle γ ° is a value determined from the viewpoint of emission, fuel consumption, and output. In the state in which the opening timing of the exhaust valve 13 is advanced, the exhaust in the cylinder is discharged earlier than in the case where the exhaust valve 13 is not advanced, and therefore recompression of the exhaust in the cylinder is suppressed. Thereby, pump loss and engine vibration are suppressed. Such an effect can be obtained by advancing, but the effect appears most when the most advanced angle is reached. In this way, in the most advanced state, the working angle position learning can be performed based on the minimum working angle of the exhaust valve 13 while the fuel is being injected after the engine is started. However, in order to obtain the effect of suppressing the pump loss and vibration of the engine, it is effective to perform the working angle learning when the injection is stopped.

  Further, other embodiments of the present invention will be described. In this embodiment, the ECU 50 performs idle stop control for stopping the engine while the vehicle is stopped. Furthermore, the ECU 50 avoids execution of the operating angle position learning during execution of the idle stop control. The system configuration of the control device of this embodiment is the same as that of the first embodiment.

  Here, a control flow performed by the ECU 50 in the present embodiment will be described. FIG. 13 is a flowchart of control performed by the ECU 50 in this embodiment. In step S31, the ECU 50 determines whether or not idle stop control is being executed. If the ECU 50 determines YES in step S31, that is, if it is determined that the idle stop control is being executed, the ECU 50 returns without performing the operating angle position learning.

  On the other hand, if the ECU 50 determines NO in step S31, the ECU 50 proceeds to step S12. Step S12 and step S1a, which is the next process after step S12, are the same processes as steps S12 and S1a described in the above embodiment. That is, learning of the operating angle position of the intake valve 12 and / or the exhaust valve 13 is executed, and the target operating angle is changed. After finishing the process of step S1a, the ECU 50 proceeds to step S32. The ECU 50 starts the engine in step S32. The ECU 50 returns after completing the process of step S32.

  As described above, the ECU 50 stops the operating angle position learning during the execution of the idle stop control. When the working angle position learning is executed, an appropriate operation cannot be performed until the learning is completed, and it takes time to return the working angle to the optimum state. In the present embodiment, during the idle stop control, the operating angle is maintained in the same state as before the engine is stopped, so that the start-up is not deteriorated and it does not take time to return. As a result, even as much as possible during idle stop control, the engine can be started as quickly as possible. In particular, in a diesel engine, the startability deteriorates more remarkably than in a gasoline engine due to the difference in combustion mode, and therefore, early start-up during idle stop control is effective.

  Further, other embodiments of the present invention will be described. In this embodiment, the ECU 50 performs idle stop control for stopping the engine while the vehicle is stopped. Further, the ECU 50 performs the operating angle position learning of the intake valve 12 when the idle stop control is executed. The system configuration of the control device of this embodiment is the same as that of the first embodiment. Hereinafter, the control flow of the present embodiment will be described. FIG. 14 is a flowchart of control performed by the ECU 50 in the present embodiment.

  In step S41, the ECU 50 stops fuel injection in response to a request for idle stop control. Next, the ECU 50 minimizes the operating angle of the intake valve 12 in step S42. After minimizing the operating angle of the intake valve 12 in step S42, the ECU 50 stops the engine in step S43. By minimizing the operating angle of the intake valve 12 in step S42, the in-cylinder pressure decreases and the compression work of the engine decreases. For this reason, engine vibration is reduced. Further, during this process, since fuel injection is stopped, THC and white smoke are not generated. After finishing the process of step S43, the ECU 50 proceeds to step S44.

  In step S44, the ECU 50 maximizes the operating angle of the intake valve 12 and executes the operating angle position learning. By such processing, the valve opening time of the intake valve 12 is long and the sealing time in the cylinder is reduced, so that the compression work in the cylinder at the next start-up can be reduced. After finishing the process of step S44, the ECU 50 proceeds to step S45. The ECU 50 performs cranking in step S45 and starts the engine. Since the operating angle of the intake valve 12 is maximized in step S44, the amount of work during cranking in step S45 can be reduced. After finishing the process of step S45, the ECU 50 proceeds to step S46.

  In step S46, the ECU 50 changes the operating angle of the intake valve 12 to the target operating angle. With this process, the operating angle of the intake valve 12 is changed to an operating angle that provides an actual compression ratio at which fuel can be ignited. Thereby, ignition of fuel becomes possible. The ECU 50 proceeds to step S47 after completing the process of step S46. The ECU 50 starts fuel injection in step S47. This restarts the engine.

  Such processing suppresses vibration when the engine is stopped when the idle stop control is executed, so that the work of the starter at the time of restart can be reduced, and working angle position learning is performed. Moreover, deterioration of startability can be suppressed.

  The above-described embodiments are merely examples for carrying out the present invention, and the present invention is not limited thereto. Various modifications of these embodiments are within the scope of the present invention. It is apparent from the above description that various other embodiments are possible within the scope.

  For example, in the embodiment of the present invention, the lift amount of the valve is changed by the working angle varying device 10, but instead of the working angle varying device 10, the height of the nose is increased according to the axial position of the camshaft. As a variable valve mechanism that changes the lift amount of the intake valve or the exhaust valve by moving the camshaft provided with a three-dimensional cam that continuously changes the phase of the nose peak point in the axial direction. Also good. FIG. 18 is an explanatory view showing such a variable valve mechanism. In this case, position learning of the maximum operating angle and the minimum operating angle can be performed based on the movable range on the mechanism in the axial direction of the camshaft. Further, the variable valve mechanism can be driven by mechanical control as far as practicable.

It is a block diagram which shows the system configuration | structure of the control apparatus of embodiment of this invention. It is explanatory drawing which showed the working angle variable apparatus integrated in the control apparatus of this invention. It is explanatory drawing which showed the relationship between the valve opening time of the intake valve and exhaust valve and valve lift amount which are fluctuate | varied by operation | movement of a working angle variable apparatus. 3 is a flowchart of control performed by an ECU in the first embodiment. 6 is a flowchart of control performed by an ECU in the second embodiment. 12 is a flowchart of control performed by an ECU in the third embodiment. It is explanatory drawing which showed the relationship between an actual compression ratio and the valve closing timing of an intake valve. It is explanatory drawing which showed the relationship between an engine vibration and the valve opening time of an exhaust valve. It is explanatory drawing which showed the relationship between the pump loss of an engine, and the valve opening time of an exhaust valve. 10 is a flowchart of control performed by an ECU according to a sixth embodiment. (A) shows the valve opening / closing timing when the working angle position learning is performed based on the maximum working angle of the intake valve in the most advanced state, and (b) shows the maximum of the intake valve in the non-advanced state. It is explanatory drawing which showed the valve opening / closing time in the case of performing working angle position learning based on a working angle. (A) shows the valve opening / closing timing when the working angle position learning is performed based on the minimum working angle of the exhaust valve in the most advanced state, and (b) shows the minimum of the exhaust valve in the non-advanced state. It is explanatory drawing which showed the valve opening / closing time in the case of performing working angle position learning based on a working angle. 18 is a flowchart of control performed by an ECU in the tenth embodiment. 18 is a flowchart of control performed by an ECU in an eleventh embodiment. (A) shows the valve opening period when learning is performed based on the maximum operating angle in the intake valve, and (b) is an explanatory diagram showing the relationship between the in-cylinder pressure and the cylinder volume in that case. . (A) shows the valve opening period when learning is performed based on the minimum operating angle in the intake valve, and (b) is an explanatory diagram showing the relationship between the in-cylinder pressure and the cylinder volume in that case. is there. (A) is a valve opening period when learning is performed based on the minimum operating angle in the exhaust valve, and (b) is an explanatory diagram showing the relationship between in-cylinder pressure and cylinder volume in that case. is there. It is explanatory drawing which showed the variable valve mechanism which changes the lift amount of an intake valve or an exhaust valve by changing the position of the axial direction of a cam shaft.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control apparatus 10 Operating angle variable apparatus 12 Intake valve 13 Exhaust valve 14 Drive cam 16 Control shaft 18 Oscillating arm 20 Slider surface 22 Slider roller 22a First roller 22b Second roller 23a Stopper 23b Stopper 24 Support arm 26 Oscillation center 28 Swing cam surface 28a Non-operating surface 28b Working surface 30 Working surface center 32 Rocker arm 34 Rocker roller 36 Hydraulic lash adjuster 42 Rocker roller center 50 ECU
52 Servo motor 53 Control shaft rotation angle sensor 54 Crank angle sensor 56 Cam shaft 58 Valve opening phase variable mechanism 60 Cam angle sensor

Claims (14)

A variable valve mechanism that makes the operation state of the intake valve and / or the exhaust valve variable;
Control means for performing working angle position learning of the intake valve and / or the exhaust valve of the variable valve mechanism;
With
The control means performs engine operating angle position learning after ignition is turned on and before the engine is started. The engine control device according to claim 1,
The control means, after executing the working angle position learning, starts the fuel injection after setting the working angle of the intake valve of the variable valve mechanism to a target working angle at which an actual compression ratio becomes a predetermined value or more. The engine control device. The engine control apparatus according to claim 1 or 2,
The control means, after executing the working angle position learning, starts the fuel injection after setting the working angle of the exhaust valve of the variable valve mechanism to a target working angle at which engine vibration becomes a predetermined value or less. The engine control device. The engine control apparatus according to claim 1 or 2,
After the operation angle position learning is executed, the control means sets the operation angle of the exhaust valve of the variable valve mechanism to a target operation angle at which the pump loss of the engine is a predetermined value or less, and then starts fuel injection. An engine control device. A variable valve mechanism that makes the operation state of the intake valve and / or the exhaust valve variable;
Control means for performing working angle position learning of the intake valve and / or the exhaust valve of the variable valve mechanism;
With
The control means performs engine operating angle position learning based on an ignition-off signal. The engine control apparatus according to claim 5, wherein
The control device for an engine characterized in that, after execution of the working angle position learning, the working angle of the intake valve of the variable valve mechanism is set to a target working angle at which an actual compression ratio becomes a predetermined value or more. The engine control apparatus according to claim 5 or 6,
The control device for an engine characterized in that, after the working angle position learning is executed, the working angle of the exhaust valve of the variable valve mechanism is set to a target working angle at which engine vibration is a predetermined value or less. The engine control apparatus according to claim 5 or 6,
The control means sets the operating angle of the exhaust valve of the variable valve mechanism to a target operating angle at which the pump loss of the engine is a predetermined value or less after execution of the operating angle position learning. . The engine control apparatus according to any one of claims 1 to 8,
The engine control apparatus according to claim 1, wherein the control means performs an operating angle position learning based on a maximum operating angle of the intake valve in an advanced state. The engine control apparatus according to any one of claims 1 to 9,
The engine control apparatus according to claim 1, wherein the control means performs an operating angle position learning based on a minimum operating angle of the exhaust valve in an advanced state. The engine control apparatus according to any one of claims 1 to 10,
Comprising idle stop control means for stopping the engine while the vehicle is stopped;
The control device of the engine, wherein the control means minimizes the operating angle of the intake valve when the engine is stopped by the idle stop control means. The engine control device according to any one of claims 1 to 11,
Comprising idle stop control means for stopping the engine while the vehicle is stopped;
The variable valve mechanism is driven by electric drive means,
The engine control apparatus according to claim 1, wherein the control means performs a working angle position learning based on a maximum working angle of the intake valve while the engine is stopped by the idle stop control means. The engine control apparatus according to any one of claims 1 to 12,
Comprising idle stop control means for stopping the engine while the vehicle is stopped;
The variable valve mechanism is driven by electric drive means,
The engine control apparatus according to claim 1, wherein the control means sets the intake valve operating angle to an operating angle that provides an actual compression ratio that can be ignited before the engine stopped by the idle stop control means is started. The engine control apparatus according to any one of claims 1 to 10,
Comprising idle stop control means for stopping the engine while the vehicle is stopped;
The engine control apparatus according to claim 1, wherein the control means stops working angle position learning when the engine is stopped by the idle stop control means.

Images