JP2010059891A - Internal combustion engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an internal combustion engine control device enabling to restart the operation of an intake valve and an exhaust valve while suppressing the deterioration of an exhaust emission control catalyst, when restoring from fuel cut. <P>SOLUTION: During fuel cut, the control device brings the intake valve 3 and the exhaust valve 4 to rest. When restoring from the fuel cut, it restarts the drive of the intake valve 3 and then restarts the drive of the exhaust valve 4. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an internal combustion engine.

  Conventionally, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2004-169646, a control device for an internal combustion engine that closes an intake valve and an exhaust valve during a fuel cut is known. An exhaust purification catalyst provided in an exhaust system of an internal combustion engine deteriorates in a high-temperature oxidizing atmosphere. The control device according to the above conventional technique suppresses the generation of a high-temperature oxidizing atmosphere on the exhaust purification catalyst side by maintaining both the intake and exhaust valves closed during fuel cut.

JP 2004-169646 A JP 2007-2111720 A

  According to the above-described conventional technique, the exhaust valve → during a period during the fuel cut and a series of periods when returning from the fuel cut to the fuel injection control (hereinafter, also simply referred to as “returning from the fuel cut”) Driving is resumed in the order of the intake valves.

  During the period when the intake and exhaust valves are closed during the fuel cut, the air present on the crankcase side can enter the cylinder. For this reason, in the above conventional technique, when returning from the fuel cut, there is a possibility that the exhaust valve is opened in a situation where air exists in the cylinder. In this case, air is supplied to the exhaust purification catalyst as the exhaust valve opens. If such air supply is allowed, the exhaust purification catalyst may be placed in a high-temperature oxidizing atmosphere that causes deterioration.

  The present invention has been made to solve the above-described problems, and is capable of resuming the operation of the intake valve and the exhaust valve while suppressing deterioration of the exhaust purification catalyst when returning from the fuel cut. An object of the present invention is to provide a control device.

In order to achieve the above object, a first invention is a control device for an internal combustion engine,
A variable valve mechanism that drives an intake valve and an exhaust valve of an internal combustion engine and is capable of stopping the drive;
Fuel cut means for performing fuel cut of the internal combustion engine;
A valve pausing means for controlling the variable valve mechanism so that the intake valve and the exhaust valve are kept closed during the fuel cut;
An intake valve return means for restarting the drive of the intake valve while the exhaust valve is closed among the intake valve and the exhaust valve closed by the valve pause means after the request for return from the fuel cut;
Exhaust valve return means for resuming the drive of the exhaust valve closed by the valve pause means so that the exhaust valve opens in the burned gas exhaust stroke after restarting the drive of the intake valve by the intake valve return means When,
It is characterized by providing.

The second invention is the first invention, wherein
The internal combustion engine is an internal combustion engine having a plurality of cylinders each having an intake valve and an exhaust valve;
Crank angle acquisition means for acquiring a crank angle when there is a request for return from the fuel cut;
Based on the crank angle acquired by the crank angle acquisition means, the cylinder in which the drive of the intake valve is resumed by the intake valve return means from among the plurality of cylinders in which the intake valve and the exhaust valve were closed during the fuel cut. Return cylinder determining means for determining
It is characterized by providing.

  According to the first aspect of the invention, when returning from fuel cut to fuel injection control, among the intake and exhaust valves that have closed the cylinder during fuel cut, the operation of the intake valve can be resumed while the exhaust valve remains closed. it can. As a result, the air that has entered the cylinder during the fuel cut can be blown back to the intake system while the exhaust valve is closed. Thereafter, the process proceeds to the intake stroke, and the fuel cut control can be returned to the fuel injection control. During this period, the exhaust valve is still closed. Therefore, air inflow to the exhaust purification catalyst is suppressed. Further, when the exhaust valve is opened during the exhaust stroke through the intake stroke, the compression stroke, and the explosion stroke, the burned gas flows to the exhaust purification catalyst. Therefore, a situation in which an oxidizing atmosphere that causes deterioration of the exhaust purification catalyst at the exhaust valve return timing is suppressed. As described above, according to the first aspect of the present invention, the operation of the intake valve and the exhaust valve can be resumed while suppressing the deterioration of the exhaust purification catalyst when returning from the fuel cut.

  According to the second aspect of the present invention, it is possible to determine the cylinder in which the intake valve return means restarts the drive of the intake valve based on the crank angle when the return from the fuel cut is requested. It is difficult to realize a good operating state after returning from the fuel cut if the cylinder for which the drive of the intake valve is resumed is determined by ignoring the relationship with the crank angle. In this regard, according to the second invention, it is possible to determine the cylinder for restarting the drive of the intake valve with reference to the crank angle. Therefore, it becomes easy to realize a favorable operation state when the operation is resumed after returning from the fuel cut.

Embodiment 1 FIG.
[Configuration and Basic Operation of Embodiment 1]
Hereinafter, the configuration and basic operation of the control apparatus for an internal combustion engine according to the first embodiment of the present invention will be described. The internal combustion engine according to the first embodiment includes a multi-cylinder internal combustion engine having a plurality of cylinders. In the first embodiment, the multi-cylinder internal combustion engine is provided with a variable valve mechanism that can drive (activate) / stop an intake valve of each cylinder. However, this variable valve mechanism is shown as an example of the configuration of the embodiment, and the configuration of the present invention is not limited to the variable valve mechanism of the first embodiment.

  The internal combustion engine and variable valve mechanism according to Embodiment 1 will be described with reference to FIGS. The configuration and basic operation of the first embodiment described below are also disclosed in Japanese Patent Application No. 2008-122616. The contents described below are only for the configuration on the intake valve side, but by applying a configuration similar to the configuration on the intake valve side below to the exhaust valve side, it is possible to switch between driving / pause on the exhaust valve side. can do. Therefore, the description of the configuration on the exhaust valve side is omitted to avoid duplication.

  First, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied.

  The internal combustion engine 1 shown in FIG. 1 is a 4-stroke cycle spark ignition internal combustion engine (gasoline engine). The internal combustion engine 1 includes four cylinders 21, 22, 23, and 24. In each cylinder 21, 22, 23, 24, two intake valves 3 and two exhaust valves 4 are arranged. Further, each cylinder 21, 22, 23, 24 is provided with a spark plug 5 that generates a spark in the cylinder.

  As shown in FIG. 2, each intake valve 3 is opened and closed using the operating force of cams 70 and 71 attached to the intake camshaft 6 and the urging force of the valve spring 30. The intake camshaft 6 is connected to an engine output shaft (crankshaft) (not shown) by a timing chain or a timing belt, and is rotated at a speed half that of the crankshaft.

  The intake camshaft 6 is formed with one main cam 70 and two sub cams 71 per cylinder. The main cam 70 is disposed between the two sub cams 71. The cam profile of the main cam 70 is formed so that the operating angle and the lift amount (cam nose height) are larger than those of the sub cam 71.

  In the present embodiment, the cam profile of the sub cam 71 is formed such that the lift amount of the intake valve 3 is zero (the height of the cam nose is zero). In other words, the sub cam 71 is a cam (zero lift cam) having only a base circle.

  Variable mechanisms 81, 82, 83, 84 are interposed between the cams 70, 71 of each cylinder 21, 22, 23, 24 and the intake valve 3. That is, the operating force of the cams 70 and 71 is transmitted to the two intake valves 3 via the variable mechanisms 81, 82, 83 and 84.

  The variable mechanisms 81, 82, 83, 84 switch between a state in which the operating force of the main cam 70 is transmitted to the intake valve 3 and a state in which the operating force of the sub cam 71 is transmitted to the intake valve 3. This mechanism changes the valve opening characteristics.

  In this embodiment, since the sub cam 71 is a zero lift cam, the state in which the operating force of the sub cam 71 is transmitted to the intake valve 3 means a state in which the intake valve 3 does not open and close (valve inactive state). To do.

  The variable mechanism (hereinafter referred to as “first variable mechanism”) 81 of the first cylinder (# 1) 21 and the variable mechanism (hereinafter referred to as “second variable mechanism”) 82 of the second cylinder (# 2) 22 are: One actuator (hereinafter referred to as “first actuator”) 91 is driven. Hereinafter, the first variable mechanism 81, the second variable mechanism 82, and the first actuator 91 are collectively referred to as a first variable group.

  Similarly, the variable mechanism of the third cylinder (# 3) 23 (hereinafter referred to as “third variable mechanism”) 83 and the variable mechanism of the fourth cylinder (# 4) 24 (hereinafter referred to as “fourth variable mechanism”). ) 84 is also driven by one actuator (hereinafter referred to as “second actuator”) 92. Hereinafter, the third variable mechanism 83, the fourth variable mechanism 84, and the second actuator 92 are collectively referred to as a second variable group.

  Hereinafter, the configuration of the first variable group and the second variable group will be described. Since the first variable group and the second variable group have the same configuration, the configuration of the first variable group will be described here.

  FIG. 3 is a plan view of the first variable group. In FIG. 3, the first variable mechanism 81 includes a rocker shaft 10 disposed in parallel with the intake camshaft 6. The rocker shaft 10 is supported by the cylinder head of the internal combustion engine 1 via a lash adjuster 11.

  One rocker rocker arm 8110 and a pair of second roller rocker arms 8120 and 8130 are rotatably attached to the rocker shaft 10. The first roller rocker arm 8110 is disposed between the two second roller rocker arms 8120 and 8130. In the present embodiment, the length of the first roller rocker arm 8110 is shorter than the length of the second roller rocker arms 8120 and 8130.

  A first roller 8111 is pivotally supported at the tip of the first roller rocker arm 8110. The first roller rocker arm 8110 is urged in a direction indicated by an arrow X in FIG. 4 by a coil spring 8112 attached to the rocker shaft 10. That is, the coil spring 8112 urges the first roller rocker arm 8110 so that the first roller 8111 always contacts the main cam 70 described above.

  The first roller rocker arm 8110 configured as described above is swung around the rocker shaft 10 as a fulcrum by the cooperation of the operating force of the main cam 70 and the biasing force of the coil spring 8112 described above. The first roller rocker arm 8110 corresponds to the first rocking member in Japanese Patent Application No. 2008-122616.

  On the other hand, as shown in FIG. 5, the distal end portions of the second roller rocker arms 8120 and 8130 are in contact with the proximal end portion of the intake valve 3 (specifically, the proximal end portion of the valve stem). In each of the second roller rocker arms 8120 and 8130, second rollers 8121 and 8131 are pivotally supported on a portion closer to the rocker shaft 10 than a contact portion of the intake valve 3. The outer diameters of the second rollers 8121 and 8131 are equal to the outer diameter of the first roller 8111 described above.

  The positions of the second rollers 8121 and 8131 are such that the first roller 8111 is in contact with the base circle of the main cam 70 (see FIG. 4), and the second rollers 8121 and 8131 are in the sub cam. 71 (see FIG. 5), the axes of the second rollers 8121 and 8131 and the axis of the first roller 8111 are positioned on the same straight line L (see FIG. 3). (See below).

  Second roller rocker arms 8120 and 8130 are urged by valve spring 30 in the direction indicated by arrow Y in FIG. Therefore, the second rollers 8121 and 8131 are pressed against the sub cam 71 by the valve spring 30 when the sub cam 71 lifts the intake valve 3. However, the sub cam 71 of the present embodiment is a zero lift cam and is not limited to this.

  The second roller rocker arms 8120 and 8130 are pressed against the sub cam 71 by the lash adjuster 11 when the sub cam 71 does not lift the intake valve 3.

  The second roller rocker arms 8120 and 8130 configured in this way correspond to the second swing member in the application for Japanese Patent Application No. 2008-122616.

  Here, a mechanism for switching connection / separation between the first roller rocker arm 8110 and the second roller rocker arms 8120 and 8130 (hereinafter referred to as “first switching mechanism”) will be described.

  FIG. 6 is a horizontal sectional view of the first variable mechanism 81. In addition, the 2nd variable mechanism 82 shall be located in the right hand direction in FIG.

  In FIG. 6, a first pin hole 8114 extending in the axial direction is formed in a support shaft (hereinafter referred to as “first support shaft”) 8113 of the first roller 8111. Both ends of the first pin hole 8114 are open on both side surfaces of the first roller rocker arm 8110.

  As shown in FIG. 7, a cylindrical first pin 181 is slidably inserted into the first pin hole 8114. The outer diameter of the first pin 181 is substantially the same as the inner diameter of the first pin hole 8114. The length of the first pin 181 in the axial direction is substantially equal to that of the first pin hole 8114.

  Returning to FIG. 6, second pin holes 8123 and 8133 extending in the axial direction are formed in the respective support shafts (hereinafter referred to as “second support shafts”) 8122 and 8132 of the second rollers 8121 and 8131. Has been. The inner diameters of the second pin holes 8123 and 8133 are equal to the inner diameter of the first pin hole 8114 described above.

  Of the two second pin holes 8123, 8133, one second pin hole 8123 (second pin hole located on the opposite side of the second variable mechanism 82 with respect to the first roller rocker arm 8110) is the first. The end portion on the roller rocker arm 8110 side is open and the end portion 8124 on the opposite side to the first roller rocker arm 8110 is closed (hereinafter, the closed end portion is referred to as a “closed end”). Called).

  As shown in FIG. 8, a cylindrical second pin 182 is slidably inserted into the second pin hole 8123 described above. The outer diameter of the second pin 182 is substantially the same as the inner diameter of the second pin hole 8123. The length of the second pin 182 in the axial direction is shorter than that of the second pin hole 8123.

  Further, in the second pin hole 8123 described above, the return spring 18 is disposed between the proximal end (the end located on the closed end 8124 side) of the second pin 182 and the closed end 8124. The return spring 18 is a member that biases the second pin 182 toward the first roller rocker arm 8110, and corresponds to the biasing member in Japanese Patent Application No. 2008-122616.

  Returning to FIG. 6, of the two second pin holes 8123 and 8133, the other second pin hole 8133 (the second position located on the second variable mechanism 82 side with respect to the first roller rocker arm 8110). Both ends of the pin hole) are open on both side surfaces of the second roller rocker arm 8130 in the same manner as the first pin hole 8114 described above.

  A cylindrical second pin 183 is slidably inserted into the second pin hole 8133. The outer diameter of the second pin 183 is equal to the inner diameter of the second pin hole 8133. The length of the second pin 183 in the axial direction is longer than that of the second pin hole 8133.

  The axis of each pin hole 8114, 8123, 8133 does not need to coincide with the axis of each support shaft 8113, 8122, 8132, but the relative positions of the three pin holes 8114, 8123, 8133 are as follows. It shall satisfy the conditions of

  That is, the relative positions of the three pin holes 8114, 8123, and 8133 are such that the first roller 8111 contacts the base circle of the main cam 70 (see FIG. 4), and the second rollers 8121 and 8131 are sub cams. It is determined so that the axial centers of the three pin holes 8114, 8123, and 8133 are located on the same straight line when they are in contact with the 71 base circle (see FIG. 5).

  In the first switching mechanism configured as described above, the second pin 182 is constantly urged toward the first roller rocker arm 8110 by the return spring 18. For this reason, the tip of the second pin 182 is pressed against the base end of the first pin 181. Accordingly, the distal end of the first pin 181 is pressed against the proximal end of the second pin 183. As a result, the tip of the second pin 183 always comes into contact with the displacement member 910 of the first actuator 91.

  The displacement member 910 described above is a member that can advance and retreat in the axial direction of the support shafts 8113, 8122, and 8132 (in other words, the axial direction of the pins 181, 182, and 183), and is driven to be displaced by the drive unit 911.

  The drive unit 911 described above is a device that displaces the displacement member 910 using hydraulic pressure or electric power as a power source. The drive unit 911 is electrically controlled by the ECU 100. The ECU 100 is an electronic control unit for controlling the operating state of the internal combustion engine 1, and controls the drive unit 911 based on an output signal from the crank position sensor 101 or the like. The crank position sensor 101 is a sensor that detects the rotation angle of the output shaft (crankshaft) of the internal combustion engine 1.

  The relative arrangement and dimensions of the displacement member 910, the return spring 18, the first pin 181, and the second pins 182 and 183 are determined so as to satisfy the following two conditions.

  (1) When the displacement member 910 is positioned at the displacement end Pmax1 on the second variable mechanism 82 side, in other words, when the return spring 18 is extended to a predetermined maximum length, the tip of the second pin 182 and the first The proximal end of the pin 181 is located in the gap between the second roller rocker arm 8120 and the first roller rocker arm 8110, and the distal end of the first pin 181 and the proximal end of the second pin 183 are in contact with the first roller rocker arm 8110. It is located in the gap with the second roller rocker arm 8130 (see FIG. 6).

  (2) When the displacement member 910 is positioned at the displacement end Pmax2 on the first variable mechanism 81 side, in other words, when the return spring 18 contracts to a predetermined minimum length, the tip of the second pin 182 and the first The proximal end of the pin 181 is located in the second pin hole 8123, and the distal end of the first pin 181 and the proximal end of the second pin 183 are located in the first pin hole 8114 (see FIG. 9).

  When the relative arrangement and dimensions of the displacement member 910, the return spring 18, the first pin 181, and the second pins 182, 183 are determined according to the above conditions (1) and (2), the displacement member 910 is moved to the displacement end Pmax1. When positioned, the first roller rocker arm 8110 and the second roller rocker arm 8120, 8130 are separated from each other.

  In this case, the first roller rocker arm 8110 swings under the operating force of the main cam 70, and the second roller rocker arms 8120 and 8130 swing under the operating force of the sub cam 71. In addition, since the secondary cam 71 of the present embodiment is a zero lift cam, the second roller rocker arms 8120 and 8130 do not swing. As a result, the intake valve 3 enters a valve pause state in which the opening / closing operation is not performed.

  By the way, as described above, when only the first roller rocker arm 8110 swings, the axis of the first pin 181 and the axis of the second pins 182 and 183 are shifted. At that time, a part of the end face of the first pin 181 and a part of the end face of the second pins 182 and 183 need to be in contact with each other. Therefore, the shapes and dimensions of the end surfaces of the first pin 181 and the second pins 182 and 183 are determined so as to satisfy the above-described conditions.

  However, when the contact area between the end surface of the first pin 181 and the end surfaces of the second pins 182 and 183 is increased, the sliding resistance between the two is increased. Therefore, it is preferable that the shapes and dimensions of the end faces of the first pin 181 and the second pins 182 and 183 are determined so as to have a minimum contact area within a range satisfying the above-described conditions.

  On the other hand, when the displacement member 910 is displaced to the displacement end Pmax2, the second roller rocker arm 8120 and the first roller rocker arm 8110 are connected by the first pin 181 and the first roller rocker arm 8110 and the second roller rocker arm 8110 are connected to each other. The roller rocker arm 8130 is connected to the second pin 183. That is, when the displacement member 910 is positioned at the displacement end Pmax2, the first roller rocker arm 8110 and the second roller rocker arms 8120 and 8130 are connected to each other.

  When the first roller rocker arm 8110 and the second roller rocker arms 8120 and 8130 are connected to each other, the second roller rocker arm 8120 is moved when the first roller rocker arm 8110 swings in response to the operating force of the main cam 70. , 8130 also swings together with the first roller rocker arm 8110. As a result, the intake valve 3 opens and closes according to the cam profile of the main cam 70.

  Therefore, when the first actuator 91 displaces the pins 181, 182, and 183 in the axial direction, it is possible to switch between the operating state and the resting state of the intake valve 3. In this case, the pins 181, 182, and 183 correspond to the switching pins in the application for Japanese Patent Application No. 2008-122616.

  Here, returning to FIG. 3, the configuration of the second variable mechanism 82 will be described. Similar to the first variable mechanism described above, the second variable mechanism includes one first roller rocker arm 8210 and a pair of second roller rocker arms 8220 and 8230 that are rotatably attached to the rocker shaft 10. .

  The first roller rocker arm 8210 corresponds to the first rocking member in Japanese Patent Application No. 2008-122616. A first roller 8211 is pivotally supported at the tip of the first roller rocker arm 8210. The first roller 8211 is pressed against the main cam 70 by the urging force of a coil spring 8212 attached to the rocker shaft 10.

  The second roller rocker arms 8120 and 8130 correspond to the second rocking member in the application for Japanese Patent Application No. 2008-122616. The proximal end portion of the intake valve 3 is in contact with the distal end portions of the second roller rocker arms 8220 and 8230. In each of the second roller rocker arms 8220 and 8230, second rollers 8221 and 8231 are pivotally supported at portions closer to the rocker shaft 10 than the contact portion of the intake valve 3. The second rollers 8221 and 8231 are pressed against the sub cam 71 by the valve spring 30 and / or the lash adjuster 11.

  A mechanism for switching connection / separation between the first roller rocker arm 8210 and the second roller rocker arms 8220 and 8230 (hereinafter referred to as “second switching mechanism”) is configured substantially symmetrically with the first switching mechanism. Is done.

  FIG. 10 is a horizontal sectional view of the second variable mechanism 82. In addition, the 1st variable mechanism 81 shall be located in the left hand direction in FIG.

  In FIG. 10, a first pin hole 8214 extending in the axial direction is formed in the support shaft (first support shaft) 8213 of the first roller 8211. Both ends of the first pin hole 8214 are open on both side surfaces of the first roller rocker arm 8210.

  A cylindrical first pin 281 is slidably inserted into the first pin hole 8214. The outer diameter of the first pin 281 is substantially the same as the inner diameter of the first pin hole 8214. The axial length of the first pin hole 8214 is substantially the same as that of the first pin hole 8214.

  Second pin holes 8223 and 8233 extending in the axial direction are formed in the respective support shafts (second support shafts) 8222 and 8232 of the second rollers 8221 and 8231. The inner diameters of the second pin holes 8223 and 8233 are equal to the inner diameter of the first pin hole 8214 described above.

  Of the two second pin holes 8223 and 8233, one second pin hole 8223 (second pin hole located on the opposite side of the first variable rocker arm 8110 with respect to the first roller rocker arm 8110) is The end portion on the first roller rocker arm 8210 side is opened, and the end portion 8224 on the opposite side to the first roller rocker arm 8210 is closed (hereinafter, the closed end portion is referred to as “closed”). Called "end").

  A cylindrical second pin 282 is slidably inserted into the second pin hole 8223 described above. The outer diameter of the second pin 282 is substantially equal to the inner diameter of the second pin hole 8223. The axial length of the second pin 282 is shorter than the second pin hole 8223.

  In the second pin hole 8223 described above, the return spring 28 is disposed between the base end (the end located on the closed end 8224 side) of the second pin 282 and the closed end 8224. The return spring 28 is a member that urges the second pin 282 toward the first roller rocker arm 8210, and corresponds to the urging member in Japanese Patent Application No. 2008-122616.

  Of the two second pin holes 8223 and 8233 described above, both ends of the other second pin hole 8233 (the second pin hole located on the first variable mechanism 81 side with respect to the first roller rocker arm 8210) are Similar to the first pin hole 8214 described above, the second roller rocker arm 8230 is open on both side surfaces.

  A cylindrical second pin 283 is slidably inserted into the second pin hole 8233. The outer diameter of the second pin 283 is equal to the inner diameter of the second pin hole 8233. The length of the second pin 283 in the axial direction is longer than that of the second pin hole 8233.

  The relative positions of the three pin holes 8214, 8223, and 8233 are determined so as to satisfy the same conditions as the pin holes 8114, 8123, and 8133 of the first switching mechanism described above.

  In the second switching mechanism configured as described above, the second pin 282 is constantly urged toward the first roller rocker arm 8210 by the return spring 28. For this reason, the tip of the second pin 282 is pressed against the base end of the first pin 281. Accordingly, the distal end of the first pin 281 is pressed against the proximal end of the second pin 283. As a result, the tip of the second pin 283 always comes into contact with the displacement member 910 of the first actuator 91.

  Here, the relative positions and dimensions of the return spring 28, the first pin hole 8214, and the second pins 282, 283 are determined so as to satisfy the following two conditions.

(3) When the displacement member 910 is positioned at the displacement end Pmax1, that is, when the return spring 28 contracts to a predetermined minimum length, the distal end of the second pin 282 and the proximal end of the first pin 281 Is located in the gap between the second roller rocker arm 8220 and the first roller rocker arm 8210, and the distal end of the first pin 281 and the proximal end of the second pin 283 are the first roller rocker arm 8210 and the second roller rocker arm. 8230 (see FIG. 10).
(4) When the displacement member 910 is positioned at the displacement end Pmax2 described above, in other words, when the return spring 28 is extended to a predetermined maximum length, the distal end of the second pin 282 and the base of the first pin hole 8214 The end is located in the first pin hole 8214, and the distal end of the first pin hole 8214 and the proximal end of the second pin 283 are located in the second pin hole 8233 (see FIG. 11).

  When the relative positions and dimensions of the return spring 28, the first pin hole 8214, and the second pins 282 and 283 are determined so as to satisfy the above conditions (3) and (4), the displacement member 910 moves the displacement end Pmax1. In the same manner as the first variable mechanism 81 described above, the first roller rocker arm 8210 and the second roller rocker arms 8220 and 8230 are separated from each other. In this case, the intake valve 3 is in a valve pause state.

  At that time, the shapes and dimensions of the end surfaces of the first pin 281 and the second pins 282 and 283 are determined in the same manner as the first switching mechanism described above.

  On the other hand, when the displacement member 910 is positioned at the displacement end Pmax2, the second roller rocker arm 8220 and the first roller rocker arm 8210 are connected by the second pin 282, and the first roller rocker arm 8210 and the second roller rocker arm 8210 are connected to each other. The roller rocker arm 8230 is connected to the second pin 283. That is, when the displacement member 910 is positioned at the displacement end Pmax2, the first roller rocker arm 8210 and the second roller rocker arms 8220 and 8230 are connected to each other. In this case, the intake valve 3 opens and closes according to the cam profile of the main cam 70.

  Therefore, when the first actuator 91 displaces the pins 281, 282, 283 in the axial direction, it is possible to switch between the operating state and the resting state of the intake valve 3. In this case, the pins 281, 282, and 283 correspond to the switching pins in the application for Japanese Patent Application No. 2008-122616.

  Next, a specific configuration of the first actuator 91 will be described. FIG. 12 is a plan view showing the configuration of the displacement member 910.

  In FIG. 12, the displacement member 910 includes a rotating body 9101 that is rotatably supported by the cylinder head, and two arms 9102 and 9103 that extend in the radial direction from the outer peripheral portion of the rotating body 9101.

  Of the two arms 9102 and 9103, the tip of one arm 9102 is in contact with the tip of the second pin 183 of the first variable mechanism 81 described above. Of the two arms 9102 and 9103, the tip of the other arm 9103 is in contact with the tip of the second pin 283 of the second variable mechanism 82 described above.

  According to the displacement member 910 configured as described above, when the rotating body 9101 rotates, the tips of the two arms 9102 and 9103 can displace the second pins 183 and 283 in the axial direction.

  In this case, the driving unit 911 may rotate the shaft 9104 of the rotating body 9101. As such a drive part 911, an electric motor can be illustrated.

  As another embodiment of the drive unit 911, as shown in FIG. 13, a spring 9111 that biases the drive arm 9105 provided on the rotating body 9101 in one rotation direction, and the drive arm 9105 is connected to the spring 9106. A solenoid 9112 that presses in the opposite direction can also be exemplified.

  The above-described spring 9111 can be omitted by making the biasing force of the return spring 18 of the first switching mechanism larger than the return spring 28 of the second switching mechanism.

  As another embodiment of the displacement member 910, as shown in FIG. 14, the axial movement between the second pin 183 of the first variable mechanism 81 and the second pin 283 of the second variable mechanism 82 is possible. A supported cylindrical body 9106 can also be exemplified.

  According to such a displacement member 910 (9106), no sliding resistance is generated between the displacement member 910 (9106) and the second pins 183 and 283 when the displacement member 910 (9106) is displaced. The required power of the part 911 can be further reduced.

  In addition, it is preferable that the axial center of the cylindrical body 9106 and the axial center of the second pins 183 and 283 are offset in consideration of a shift when the second roller rocker arms 8130 and 8230 are swung. This eliminates the need to excessively increase the outer diameter of the cylindrical body 9106 and suppresses the sliding resistance between the cylindrical body 9106 and the second pins 183 and 283 when the variable mechanisms 81 and 82 are swung. Because it can.

  As the drive unit 911 suitable for the displacement member 910 shown in FIG. 14, a spring 9114 that biases the columnar body 9106 toward the second variable mechanism 82 side, and a solenoid that presses the columnar body 9106 toward the first variable mechanism 81 side. 9113 can be exemplified. The spring 9114 in this case can also be omitted by making the biasing force of the return spring 18 of the first switching mechanism larger than that of the return spring 28 of the second switching mechanism.

  Further, as another embodiment of the drive unit 911, an electric motor connected to the columnar body 9106 via a rack mechanism can be exemplified.

  According to the first variable group described above, the two variable mechanisms 81 and 82 can be driven by one actuator 91. At this time, since the first actuator 91 only needs to displace the switching pin by a small amount, the valve opening characteristics of the intake valves 3 of the two cylinders 21 and 22 can be quickly switched. Further, since the mass of the switching pin is small, the first actuator 91 can displace the switching pin with a small amount of power.

  By the way, when the switching pin is displaced, there is a concern that one urging force of the return springs 18 and 28 becomes resistance. However, since the other power of the return springs 18 and 28 is energized, the required power of the first actuator 91 can be kept small.

  Therefore, according to the first variable group described above, it is possible to improve the response when changing the valve opening characteristic while keeping the rating of the first actuator 91 small. Further, since the two variable mechanisms share one actuator, the configuration of the first variable group can be simplified. As a result, it is possible to favorably reduce the size and weight of the first variable group.

  The second variable group can obtain the same effect as the first variable group by adopting the same configuration as the first variable group. As a result, it is possible to suitably reduce the size and weight of the entire valve operating system.

  Next, a method for controlling the first actuator 91 and the second actuator 92 by the ECU 100 will be described with reference to FIG.

  The displacement of the switching pin described above needs to be performed when the axis of the first pin hole and the axis of the second pin hole are located on the same straight line. That is, the displacement of the switching pin needs to be performed when the first roller rocker arm is not swinging.

  For example, the ECU 100 determines the base circle section of the main cam 70 of the first cylinder (# 1) 21 and the second cylinder (# 2) 22 (the base circle portion of the main cam 70 is in contact with the first rollers 8111 and 8211. Period) The first actuator 91 is controlled so that the switching pin is displaced at T1.

  At that time, the ECU 100 preferably controls the first actuator 91 so that the switching pin starts to be displaced at the start of the base circle section T1 or immediately after the start.

  Specifically, the ECU 100 may operate the first actuator 91 when the output signal of the crank position sensor 101 matches the crank angle CA1 at the start of the base circle section T1. The crank angle CA1 described above can be obtained experimentally in advance.

  Similarly, the ECU 100 may operate the second actuator 92 at CA2 when the base circle section T2 of the main cam 70 of the third cylinder (# 3) 23 and the fourth cylinder (# 4) 24 is started. .

  When the ECU 100 controls the first actuator 91 and the second actuator 92 in this manner, the displacement of the switching pin can be completed in each of the base circle sections T1 and T2.

  Examples of suitable execution timing of the control as described above include when the fuel cut operation of the internal combustion engine 1 is started and when the fuel cut operation of the internal combustion engine 1 is ended.

  When the intake valve 3 opens and closes during the fuel cut operation of the internal combustion engine 1, fresh air passes through an exhaust purification device provided in the cylinder or in the exhaust system of the internal combustion engine 1. As a result, the noble metal catalyst supported on the exhaust purification device may be oxidized, and the purification performance of the exhaust purification device may be deteriorated or lowered.

  Further, in an internal combustion engine equipped with an EGR mechanism for recirculating a part of the exhaust gas into the cylinder, the EGR gas in the intake system is scavenged during the fuel cut operation, and the EGR gas immediately after the fuel cut operation ends. There may be a shortage.

  On the other hand, when the switching pin is displaced so that the first roller rocker arm and the second roller rocker arm of each cylinder are separated at the start of the fuel cut operation of the internal combustion engine 1, the intake valve 3 is immediately brought into a rest state. Therefore, it is possible to avoid the above-described problems.

[Operation at Fuel Cut Return of Embodiment 1 and Specific Processing]
In the present embodiment, when a predetermined fuel cut execution condition is satisfied, such as when the internal combustion engine 1 is decelerated, a process of stopping fuel injection, that is, fuel cut (F / C) is executed. In the conventional internal combustion engine system, when fuel cut is executed, air (fresh air) flows through the exhaust passage, and the air flows into the exhaust purification catalyst. An exhaust purification catalyst has a property of being easily deteriorated when exposed to oxygen in a high temperature environment. Therefore, in this embodiment, in order to suppress the deterioration of the exhaust purification catalyst, the opening operation of the intake valve 3 and the exhaust valve 4 is suspended during the fuel cut, so that fresh air containing oxygen is exhausted in the exhaust passage. Prevent distribution.

  Incidentally, as described above, in the first embodiment, the intake valve 3 and the exhaust valve 4 are kept closed during the fuel cut. During the period when the intake valve 3 and the exhaust valve 4 are closed during the fuel cut, air that is present on the crankcase side (not shown) can enter the cylinders of the internal combustion engine 1. For this reason, when returning from the fuel cut, a certain amount of air may exist in each cylinder. If the exhaust valve 4 is opened in a situation where there is air in the cylinder, air will be supplied to the exhaust purification catalyst. If such air supply is allowed, the exhaust purification catalyst may be placed in a high-temperature oxidizing atmosphere that causes deterioration.

  Therefore, in the first embodiment, the operation of the intake valve 3 and the exhaust valve 4 is resumed while suppressing the deterioration of the exhaust purification catalyst when returning from the fuel cut by the following method. Hereinafter, with reference to FIG. 24, details of the characteristic operation and specific processing of the first embodiment will be described. FIG. 24 is a flowchart of a routine that is executed by the ECU 100 during fuel cut in the first embodiment.

  In the first embodiment, first, as in step S102 of FIG. 24, it is determined whether or not there is a request to return from the fuel cut. If it is determined that there is no such request, the current routine ends.

  When it is determined that there is a request to return from the fuel cut, a process for returning the intake valve 3 is executed (step S104). In this step, of the intake valve 3 and the exhaust valve 4 that were closed during the fuel cut, the variable valve mechanism of the first embodiment is restarted so that the drive of the intake valve 3 is resumed while the exhaust valve 4 is closed. Be controlled. In the first embodiment, the driving of the intake valves 3 of the first cylinder to the fourth cylinder is restarted all at once. Specifically, by controlling the first actuator 91 and the second actuator 92, the intake valves 3 of all the cylinders are switched to the operating state.

  As a result, the air that has entered the cylinder during the fuel cut is blown back to the intake system while the exhaust valve 4 remains closed, and can then be shifted to the intake stroke. During this period, the exhaust valve 4 is still closed. Therefore, air inflow to the exhaust purification catalyst is suppressed.

  After step S104, a process for returning the exhaust valve 4 is executed (step S106). In this step, the driving of the exhaust valve 4 closed during the fuel cut is restarted so that the exhaust valve 4 performs the valve opening operation in the burned gas exhaust stroke after the driving of the intake valve 3 is restarted in step S104. It is done. Although the description of the configuration is omitted in the first embodiment, a variable valve mechanism is also configured for the exhaust valve 4 as in the configuration on the intake valve 3 side, and switching between driving / pause is performed. Good. In the first embodiment, driving of the exhaust valves 4 of the first cylinder to the fourth cylinder is restarted all at once.

  Thereby, after the driving of the intake valve 3 is resumed, the burned gas flows to the exhaust purification catalyst when the exhaust valve 4 is opened during the exhaust stroke through the intake stroke, the compression stroke, and the explosion stroke. Therefore, a situation in which an oxidizing atmosphere that causes deterioration of the exhaust purification catalyst at the exhaust valve return timing is suppressed.

  As described above, according to the first embodiment, when the fuel cut is returned to the fuel injection control, the exhaust valve 4 is closed among the intake valve 3 and the exhaust valve 4 that have closed the cylinder during the fuel cut. The operation of the intake valve 3 can be resumed while remaining. As a result, when returning from the fuel cut, the operations of the intake valve 3 and the exhaust valve 4 can be restarted while suppressing the deterioration of the exhaust purification catalyst.

  In the first embodiment, the conditions when the internal combustion engine 1 enters the fuel cut are not particularly limited. Here, when entering the fuel cut, the exhaust valve 4 may be stopped after the exhaust stroke of the internal combustion engine 1 is completed. In this case, the intake valve 3 and the exhaust valve 4 are closed with the exhaust of the gas in the cylinder being completed. As a result, the amount of air that enters the cylinders of the internal combustion engine 1 from the crankcase side with the vertical movement of the piston during fuel cut tends to increase. For this reason, the effect of Embodiment 1 is exhibited more effectively.

[Modification of Embodiment 1]
(First modification)
The variable valve mechanism provided in the internal combustion engine of the first embodiment can switch the operation / pause of the intake valves 3 of the first cylinder 21 and the second cylinder 22 under the control of the first actuator 91. Further, the variable valve mechanism provided in the internal combustion engine of the first embodiment can switch the operation / pause of the intake valves 3 of the third cylinder 23 and the fourth cylinder 24 under the control of the second actuator 92. Thus, according to the first embodiment, the group of the intake valves 3 on the side of the first cylinder 21 and the second cylinder 22 and the group of the intake valves 3 on the side of the third cylinder 23 and the fourth cylinder 24 are In the meantime, it is possible to drive / stop the intake valve 3 at different timings. However, the present invention is not limited to this. Any variable valve mechanism may be used as long as the intake valve and the exhaust valve of the internal combustion engine are driven and the drive can be stopped during the fuel cut.

  That is, unlike the first embodiment, the present invention can be applied to a variable valve mechanism in which the drive / pause of the intake valves of all cylinders is switched together. Further, the present invention can be applied to a variable valve mechanism that can switch driving / pause of exhaust valves of a plurality of cylinders together.

(Second modification)
In the second modification, first, when there is a request for return from the fuel cut, the crank angle is acquired based on the output of the crank position sensor 101. Based on the crank angle acquired here, a cylinder (referred to as a return cylinder) for restarting driving of the intake valve 3 is determined. After the return cylinder is determined, the variable valve mechanism is controlled so that the drive of the intake valve 3 of the return cylinder is resumed. In order to accurately synchronize with the fuel injection control, it is preferable to determine the cylinder for restarting the drive of the intake valve in consideration of the relationship with the crank angle. According to this modification, it is possible to determine which cylinder's intake valve driving is to be resumed with reference to the crank angle. Therefore, it becomes easy to realize a favorable operation state when the operation is resumed after returning from the fuel cut.

(Third Modification)
In the first embodiment, switching of driving / pause of the intake valves 3 of a plurality of cylinders is performed collectively for all the intake valves 3. Further, in the first embodiment, all the exhaust valves 4 are collectively switched for switching the driving / pause of the exhaust valves 4 of a plurality of cylinders. However, the present invention is not limited to this. As described above, according to the hardware configuration of the first embodiment, the intake / exhaust valve drive / pause is different between the first and second cylinders and the third and fourth cylinders. It can be done at the timing. Using this feature, even if the intake / exhaust valve drive / pause is switched for each cylinder group, such as fuel cut and intake / exhaust valve stop → fuel cut return → intake valve drive restart → exhaust valve drive restart Good.

  As described below, the variable valve mechanism may be configured so that the intake / exhaust valves of individual cylinders of the multi-cylinder internal combustion engine can be driven / paused at different timings among the cylinders. good. In the variable valve mechanism according to the first embodiment, a switching pin for switching between driving / pausing of the valves of the first cylinder and the second cylinder is displaced by the first actuator to drive the valves of the third cylinder and the fourth cylinder. The switching pin for switching between / pause is displaced by the second actuator. Here, the switching pin for switching the valve operation of the first cylinder, the switching pin for switching the valve operation of the second cylinder, the switching pin for switching the valve operation of the third cylinder, and the switching of the valve operation of the fourth cylinder The changeover pins may be displaced independently by different actuators. That is, a variable valve mechanism may be configured so that a total of four actuators are mounted and the switching pins of each cylinder can be individually displaced. As a result, the intake / exhaust valve drive / pause can be controlled for each cylinder at a desired timing. As a result, catalyst deterioration can be suppressed for all types of internal combustion engines (for example, an internal combustion engine having a number of cylinders other than four, or an internal combustion engine having a complicated combustion order).

(Other forms of variable valve mechanism of Embodiment 1)
Hereinafter, another embodiment of the variable valve mechanism according to Embodiment 1 will be described. The operation at the time of returning from the fuel cut according to the first embodiment can be applied to a variable valve mechanism as described below instead of the variable valve mechanism according to the first embodiment. The following configuration and basic operation are disclosed as a second embodiment in Japanese Patent Application No. 2008-122616.

  Hereinafter, a description will be given with reference to FIGS. Here, a configuration different from the above-described first embodiment will be described, and description of the same configuration will be omitted.

  The characteristic of the valve operating system in another embodiment described here is the configuration of the actuators 91 and 92. That is, actuators 91 and 92 of other forms described here are characterized by displacing the above-mentioned switching pin using the torque of intake camshaft 6.

  First, the configuration of actuators 91 and 92 according to another embodiment described here will be described with reference to FIGS. Since the first actuator 91 and the second actuator 92 have the same configuration, only the configuration of the first actuator 91 will be described here.

  The displacement member 910 of the first actuator 91 includes a columnar body 9106 disposed between the second pin 183 of the first variable mechanism 81 and the second pin 283 of the second variable mechanism 82. The cylindrical body 9106 is supported by a carrier 9107 fixed to the cylinder head so as to be movable back and forth in the axial direction and rotatable in the circumferential direction.

  An arm 9108 is provided upright on the outer peripheral surface of the cylindrical body 9106. The distal end portion of the arm 9108 extends to a position facing the peripheral surface of the intake camshaft 6. Further, an insertion / removal pin 9109 is formed at the tip of the arm 9108.

  A large diameter portion 600 having an outer diameter larger than that of the intake camshaft 6 is formed on the outer peripheral surface of the intake camshaft 6 facing the insertion / removal pin 9109. A spiral groove 60 extending in the circumferential direction is formed on the circumferential surface of the large diameter portion 600. The width of the spiral groove 60 is slightly larger than the outer diameter of the insertion / removal pin 9109.

  The position of the proximal end of the spiral groove 60 in the axial direction of the intake camshaft 6 is determined so as to coincide with the position of the insertion / removal pin 9109 when the displacement member 910 is positioned at the displacement end Pmax1 described above. In addition, the position (rotation angle position) of the proximal end of the spiral groove 60 in the circumferential direction (rotation direction) of the intake camshaft 6 is determined as the rotation angle position when the above-described base circle section T1 is started.

  On the other hand, the position of the terminal end of the spiral groove 60 in the axial direction of the intake camshaft 6 is determined so as to coincide with the position of the insertion / removal pin 9109 when the displacement member 910 is positioned at the displacement end Pmax2. Further, the position of the terminal end of the spiral groove 60 in the circumferential direction of the intake camshaft 6 is determined before the rotational angle position when the base circle section T1 is ended.

  Next, the drive unit 911 of the first actuator 91 includes a solenoid 9114 for inserting the insertion / removal pin 9109 into the spiral groove 60 and a release for separating the insertion / removal pin 9109 from the spiral groove 60. And a spring 9114 for urging the cylindrical body 9106 toward the second variable mechanism 82 (urging toward the displacement end Pmax1).

  The solenoid 9114 is arranged at a position where the drive shaft 9115 of the solenoid 9114 can press the rear surface of the tip of the arm 9108 (the surface opposite to the surface on which the insertion / removal pin 9109 is provided) toward the large diameter portion 600. Has been.

  The detaching spring 9116 is provided at a position where the end of the arm 9108 can bias the columnar body 9106 in a direction away from the large diameter portion 600. In the present embodiment, as shown in FIG. 19, the detaching spring 9116 is wound around the cylindrical body 9106. One end of the detaching spring 9116 is locked to the arm 9108, and the other end is locked to the cylinder head or the carrier 9107.

  Next, the operation of the first actuator 91 will be described with reference to FIGS.

  First, when the solenoid 9114 is not operated, the insertion / removal pin 9109 is detached from the spiral groove 60 by the urging force of the separation spring 9116. In this case, the cylindrical body 9106 and the arm 9108 are positioned at the aforementioned displacement end Pmax1 by receiving the biasing force of the spring 9114.

  When the ECU 100 operates the solenoid 9114, the drive shaft 9115 of the solenoid 9114 presses the tip of the arm 9108 against the large diameter portion 600. At that time, the position of the proximal end of the spiral groove 60 in the axial direction of the intake camshaft 6 and the position of the insertion / removal pin 9109 coincide with each other. When the position of the spiral groove 60 in the rotation direction of the intake camshaft 6 matches the position of the insertion / removal pin 9109 (that is, when the rotation angle of the crankshaft matches the start position CA1 of the base circle section T1). Then, the insertion / removal pin 9109 is inserted into the spiral groove 60 (see FIG. 20).

  When the insertion / removal pin 9109 is inserted into the spiral groove 60, the position of the insertion / removal pin 9109 in the axial direction of the intake camshaft 6 is displaced along the spiral groove 60. Accordingly, the position of the cylindrical body 9106 in the time axis direction is displaced from the displacement end Pmax1 toward the displacement end Pmax2. When the insertion / removal pin 9109 reaches the end of the spiral groove 60, the cylindrical body 9106 reaches the displacement end Pmax2 (see FIG. 21).

  By the way, after the insertion / removal pin 9109 reaches the end of the spiral groove 60, the cylindrical body 9106 may receive the urging force of the spring 9114 and return from the displacement end Pmax2 to the displacement end Pmax1.

  Therefore, as shown in FIG. 22, when the insertion / removal pin 9109 reaches the end of the spiral groove 60, the insertion / removal pin 9109 falls from the large diameter portion 600 to the peripheral surface of the intake camshaft 6. Also good. In this case, the side surface of the insertion / removal pin 9109 contacts the step between the peripheral surface of the intake camshaft 6 and the peripheral surface of the large diameter portion 600, so that the position of the cylindrical body 9106 is held at the displacement end Pmax2.

  When the cylindrical body 9106 is displaced from the displacement end Pmax2 to the displacement end Pmax1, the solenoid 9114 may retreat the drive shaft 9115. In this case, since the engagement between the insertion / removal pin 9109 and the step is released by the release spring 9116, the cylindrical body 9106 receives the urging force of the spring 9114 and is displaced from the displacement end Pmax2 to the displacement end Pmax1.

  Since the first actuator 91 described above only needs to generate power for pressing the insertion / removal pin 9109, the rating of the first actuator 91 can be further reduced. Moreover, since the timing at which the displacement member 910 is displaced is uniquely determined by the arrangement of the spiral groove 60, the ECU 100 does not need to adjust the displacement timing. As a result, the first actuator 91 can be reduced in size and weight, and the control logic can be simplified.

  Note that the above-described spring 9114 can be omitted by making the biasing force of the return spring 18 larger than that of the return spring 28. In that case, the configuration of the first actuator 91 can be further simplified.

  In the above description, the configuration in which the cylindrical body 9106 also serves as the rotation axis of the arm 9108 has been described. However, as illustrated in FIG. 23, the arm 9108 is supported by the rotation shaft 9119 independent of the cylindrical body 9106. May be. In this case, there is an advantage that the degree of freedom such as the movable range of the arm 9108 and the mounting angle of the solenoid 9114 is increased.

  In the above-described embodiment, the internal combustion engine 1 in which four cylinders are arranged in series is taken as an example. However, the number of cylinders and the arrangement of the cylinders of the internal combustion engine to which the present invention is applicable are not limited.

  Further, the number of intake valves or exhaust valves per cylinder is not limited to two, and the present invention can be applied to any internal combustion engine provided with at least one intake valve or exhaust valve per cylinder.

  Further, in the above-described embodiment, the example in which the variable mechanism of two cylinders is driven by one actuator has been described. However, if the cylinder has overlapping base circle sections, the variable mechanism of three or more cylinders is driven by one actuator. Is possible.

1 is a diagram showing a schematic configuration of an internal combustion engine in a first embodiment. It is a figure which shows schematic structure of the mechanism which opens and closes an intake valve. It is a top view of a 1st variable group. It is a side view of a 1st roller rocker arm. It is a side view of the 2nd roller rocker arm. It is a horizontal sectional view of the 1st variable mechanism. It is a figure which shows the structure of a 1st spindle and a 1st pin. It is a figure which shows the structure of a 2nd spindle and a 2nd pin. It is a figure explaining operation | movement of a 1st switching mechanism. It is a horizontal sectional view of the 2nd variable mechanism. It is a figure explaining operation | movement of a 2nd switching mechanism. It is a figure which shows the 1st structural example of the 1st actuator in a 1st Example. FIG. 6 is a diagram illustrating a second configuration example of the first actuator in the first embodiment. FIG. 6 is a diagram illustrating a third configuration example of the first actuator in the first embodiment. It is a figure which shows the operation timing of a 1st actuator and a 2nd actuator. FIG. 6 is a vertical sectional view showing a configuration of a first actuator in another configuration example of the first embodiment. FIG. 6 is a plan view showing a configuration of a first actuator in another configuration example of the first embodiment. 6 is a diagram showing a configuration of an intake camshaft in another configuration example of Embodiment 1. FIG. FIG. 6 is a diagram showing a configuration example of a detaching spring in another configuration example of the first embodiment. FIG. 10 is a first diagram illustrating the operation of the first actuator in another configuration example of the first embodiment. FIG. 10 is a second diagram illustrating the operation of the first actuator in another configuration example of the first embodiment. FIG. 10 is a third diagram illustrating the operation of the first actuator in another configuration example of the first embodiment. FIG. 10 is a diagram illustrating another configuration example of the first actuator in another configuration example of the first embodiment. 3 is a flowchart of a routine that is executed by the ECU 100 in the first embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 3 ... Intake valve 4 ... Exhaust valve 5 ... Spark plug 6 ... Intake camshaft 10 ... Rocker shaft 11 ... Rush adjuster 18 ... Return spring 21 ... 1st cylinder 22 ... 2nd cylinder 23 ... 3rd cylinder 24 ... 4th cylinder 28 ... Return Spring 30 ... Valve spring 60 ... Spiral groove 70 ... Main cam 71 ... Sub cam 81 ... First variable mechanism 82 ... Second variable mechanism 83 ... ... the third variable mechanism 84 ... the fourth variable mechanism 91 ... the first actuator 92 ... the second actuator 181 ... the first pin 182 ... the second pin 183 ... 2nd pin 281 ... 1st pin 282 ... 2nd pin 283 ... 1st Pin 600 ... Large diameter part 910 ... Displacement member 911 ... Drive part 8110 ··· First roller rocker arm 8113 · · First support shaft 8114 · · First pin hole 8120 · · Second roller rocker arm 8122 ·· Second support shaft 8123 · · Second pin hole 8130 · · Second roller rocker arm 8132 · · Second support shaft 8133 · · Second pin hole 8210 · · First roller rocker arm 8213 · · First support 2nd roller rocker arm 8223, second pin hole 8230, second roller rocker arm 8232, second roller shaft 8233, second shaft 8214, first pin hole 8220, second roller rocker arm 8222, second support shaft 8223 Pin hole

Claims (2)

A variable valve mechanism that drives an intake valve and an exhaust valve of an internal combustion engine and is capable of stopping the drive;
Fuel cut means for performing fuel cut of the internal combustion engine;
A valve pausing means for controlling the variable valve mechanism so that the intake valve and the exhaust valve are kept closed during the fuel cut;
An intake valve return means for restarting the drive of the intake valve while the exhaust valve is closed among the intake valve and the exhaust valve closed by the valve pause means after the request for return from the fuel cut;
Exhaust valve return means for resuming the drive of the exhaust valve closed by the valve pause means so that the exhaust valve opens in the burned gas exhaust stroke after restarting the drive of the intake valve by the intake valve return means When,
A control device for an internal combustion engine, comprising: The internal combustion engine is an internal combustion engine having a plurality of cylinders each having an intake valve and an exhaust valve;
Crank angle acquisition means for acquiring a crank angle when there is a request for return from the fuel cut;
Based on the crank angle acquired by the crank angle acquisition means, the cylinder in which the drive of the intake valve is resumed by the intake valve return means from among the plurality of cylinders in which the intake valve and the exhaust valve were closed during the fuel cut. Return cylinder determining means for determining
The control apparatus for an internal combustion engine according to claim 1, comprising:

Images