JP2010112248A - Torque shock suppressing device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a shock generated when an operation is changed over from a single valve operation to a double valve operation. <P>SOLUTION: This torque shock suppressing device of an engine comprises a target suction air amount calculation means 60 for calculating the target suction air amount according to the depressed amount of an accelerator pedal, a cooperative control means (S5) for controlling a suction air amount to the target suction air amount by increasing the operating angles of a pair of suction valves 2, while closing a throttle valve 14 during an acceleration in a single valve operation in which the valve lift of one of the pair of suction valves 2 is stopped by a valve lift stop mechanism 4, and a changeover means (S7) for changing over the operation from the single valve operation to the double valve operation when a suction air negative pressure falls to the target negative pressure at which the suction air amount approximately matches the target suction air amount. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a torque shock suppression device for an internal combustion engine.

As a variable valve operating device for an intake valve of a conventional internal combustion engine, a single valve operation is performed at low speed and low load, thereby improving swirl and improving fuel efficiency and combustion performance, and double valve operation at high speed and high load. There is one that improves the filling efficiency by making the operating angles of the two substantially the same (see, for example, Patent Document 1).
JP 2000-38910 A

  However, the conventional variable valve actuating device for an intake valve of an internal combustion engine has a problem that torque shock occurs due to a large change in intake air amount when switching from single valve operation to double valve operation.

  The present invention has been made paying attention to such a conventional problem, and an object of the present invention is to suppress the occurrence of torque shock when switching from single valve operation to double valve operation.

  The present invention solves the above problems by the following means. In addition, in order to make an understanding easy, although the code | symbol corresponding to embodiment of this invention is attached | subjected, it is not limited to this.

  The present invention provides a variable valve that continuously changes the operating angle of a throttle valve (14) that adjusts the intake negative pressure in the intake collector (13) and a pair of intake valves (2) that are provided in two per cylinder. A torque shock suppression device for an internal combustion engine (1), comprising: a valve mechanism (100); and a valve lift stop mechanism (4) for stopping one valve lift of the pair of intake valves (2). A target intake air amount calculating means (60) for calculating a target intake air amount in accordance with a stepping amount of the valve, and a piece for stopping one valve lift of the pair of intake valves (2) by the valve lift stop mechanism (4). Coordinate control means (S5) for controlling the intake air amount to the target intake air amount by enlarging the operating angle of the pair of intake valves (2) while closing the throttle valve (14) during acceleration during valve operation And sucking Switching means (S7) for switching from single valve operation to dual valve operation when the negative pressure reaches a target negative pressure at which the intake air amount and the target intake air amount substantially coincide with each other. .

  Further, target intake air amount calculation means (60) for calculating a target intake air amount according to the depression amount of the accelerator pedal, and an acceleration state determination means for determining whether the acceleration is slow acceleration or sudden acceleration according to the operation amount of the accelerator pedal. (S4) and a fully-closed period calculating means for calculating a throttle valve fully-closed period in which the intake air amount can be controlled to the target intake air amount in a state where the throttle valve (14) is fully closed in accordance with the operating state ( S9) and the throttle lift until the throttle valve fully closed period elapses during a rapid acceleration in a single valve operation in which one valve lift of the pair of intake valves (2) is stopped by the valve lift stop mechanism (4). The cooperative control means (S10) for fully closing the valve (14) and expanding the operating angle of the pair of intake valves (2) to control the intake air amount to the target intake air amount; and the target intake air amount Single valve When it becomes larger than the maximum intake air amount in a converter, characterized in that it comprises a and a switching means (S15) for switching the both valve operation from one-valve operation.

  According to the present invention, by increasing the negative pressure, the difference between the intake air amount in the single valve operation and the intake air amount in the double valve operation is suppressed. The occurrence of shock can be suppressed.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic diagram showing a schematic configuration of a single bank of a V-type six-cylinder engine (hereinafter referred to as “engine”) 1 according to the present embodiment.

  As shown in FIG. 1, the engine 1 includes an intake valve 2, a roller rocker arm 3, and a lash adjuster 4 for each cylinder, and a hydraulic pressure supply mechanism 5 that supplies hydraulic pressure to the lash adjuster 4.

  The intake passage 12 of the engine 1 is provided with an intake collector 13 for storing intake air, and a throttle valve 14 for adjusting a negative pressure (hereinafter referred to as “boost”) in the intake collector is provided upstream thereof. The intake collector 13 is provided with a pressure sensor 15 that detects boost in the intake collector.

  The intake valve 2 is driven by a roller rocker arm 3 to open and close the opening between the combustion chamber of the engine 1 and the intake port. Of the pair of intake valves 2a and 2b, the intake valve 2a is located on the engine front side, and the intake valve 2b is located on the engine rear side.

  One end of the roller rocker arm 3 contacts the stem end of the intake valve 2, and the other end contacts the lash adjuster 4. The roller rocker arm 3 is provided with a needle roller 31 in contact with a swing cam of a variable valve operating device described later at the center.

  The lash adjuster 4 is housed and held in the cylinder head of the engine 1 and supports the other end of the roller rocker arm 3. Although details of the lash adjuster 4 will be described later with reference to FIG. 4, the lash adjuster 4 is supplied with hydraulic pressure from the hydraulic pressure supply mechanism 5, and the support height of the other end of the roller rocker arm 3 is switched.

  The hydraulic supply mechanism 5 includes an oil pump 51, a hydraulic passage 52, and an electromagnetic valve 53.

  The oil pump 51 supplies hydraulic pressure to the lash adjuster 4 via the hydraulic passage 52.

  The hydraulic passage 52 branches into two independent hydraulic passages 52a and 52b downstream of the oil pump. One of the branched hydraulic passages 52a is connected to the lash adjuster 4a, and the other hydraulic passage 52b is connected to the lash adjuster 4b.

  The electromagnetic valve 53 is provided in the hydraulic passage 52b. One electromagnetic valve 53 is provided for each lash adjuster 4b. The solenoid valve 53 is controlled to be opened and closed by a controller 60, which will be described later, according to the operating state, and controls the hydraulic pressure supply to each lash adjuster 4.

  FIG. 2 is a perspective view of the variable valve gear 100 of the intake valve 2 disposed above the roller rocker arm 3.

  The variable valve operating apparatus 100 advances the phase of the lift / operation angle variable mechanism 110 that changes the lift / operation angle of the intake valve 2 and the central angle of the intake valve 2 (the crank angle position at which the intake valve 2 reaches the maximum lift). And a phase variable mechanism 140 for making an angle or a retard. In FIG. 2, only a pair of intake valves 2a and 2b corresponding to one cylinder and its related parts are illustrated in a simplified manner.

  First, the configuration of the lift / operating angle variable mechanism 110 will be described.

  A hollow drive shaft 113 extending in the cylinder row direction is provided above the roller rocker arm 3. The drive shaft 113 is linked to the crankshaft by a belt or chain (not shown) via a driven sprocket 142 provided at one end, and rotates around the shaft in conjunction with the crankshaft.

  A pair of swing cams 120a and 120b is attached to the drive shaft 113 so as to be rotatable with respect to the drive shaft 113 for each cylinder. Although the operation will be described in detail later, when the swing cam 120 swings (moves up and down) within a predetermined rotation range around the drive shaft 113, the needle roller 31 of the roller rocker arm 3 positioned below the swing cam 120 is moved. Is pushed, and the intake valve 2 is lifted downward. The pair of swing cams 120a and 120b are fixed in the same phase by a cylinder or the like.

  A cylindrical drive cam 115 is fixed to the outer periphery of the drive shaft 113 by press fitting or the like. The drive cam 115 is fixed at a position away from the swing cam 120 by a predetermined distance in the axial direction. Then, the base end of the link arm 125 is rotatably fitted to the outer peripheral surface of the drive cam 115.

  A control shaft 116 extends diagonally above the drive shaft 113 in the cylinder row direction in parallel with the drive shaft 113 and is rotatably supported.

  One end of the control shaft 116 is provided with a lift amount control actuator 130 that rotates the control shaft 116 within a predetermined rotation angle range. The lift amount control actuator 130 is controlled by the first hydraulic device 201 based on a control signal from the controller 60 that detects the operating state of the engine 1.

  A control cam 117 is fixed to the outer peripheral surface of the control shaft 116 by press fitting or the like. A rocker arm 118 is fitted to the control cam 117 so as to be rotatable on the outer peripheral surface of the control cam 117. The rocker arm 118 swings around the axis of the control cam 117 as a fulcrum.

  The rocker arm 118 has a shape extending in the left-right direction perpendicular to the axial direction around the central base end portion 118a supported by the control cam 117.

  One end portion of the rocker arm 118 and the protruding end 125b of the link arm 125 are connected by a connecting pin that passes through both of them so that the rocker arm 118 is positioned upward.

  The other end of the rocker arm 118 and the one end of the link member 126 are connected by a connecting pin that passes through both of them.

  The other end of the link member 126 and the swing cam 120 are connected so that the swing cam 120 is positioned below the rocker arm 118 by a connecting pin through which both are inserted.

  Next, the operation of the lift / operating angle variable mechanism 110 will be described.

  When the drive shaft 113 rotates in conjunction with the crankshaft, the rocker arm 118 swings about the center point of the control cam 117 via the drive cam 115 and the link arm 125 that is rotatably fitted to the outer periphery of the drive cam 115 ( Move up and down). The swing of the rocker arm 118 is transmitted to the swing cam 120 via the link member 126, and the swing cam 120 swings within a predetermined angle range. When the swing cam 120 swings, that is, moves up and down, the roller rocker arm 3 is pressed and the intake valve 2 is lifted downward.

  Here, when the control shaft 116 rotates via the lift amount control actuator 130, the center point of the control cam 117 serving as the rocking fulcrum of the rocker arm 118 is also rotationally displaced to support the rocker arm 118 with respect to the engine 1 body. The position changes, and consequently the initial swing position of the swing cam 120 changes. Therefore, the initial contact position between the swing cam 120 and the roller rocker arm 3 also changes. As a result, the swing angle of the swing cam 120 per one rotation of the crankshaft is always constant, so the maximum lift amount changes.

  Next, the configuration and operation of the phase variable mechanism 140 will be described.

  The phase variable mechanism 140 includes a phase angle control actuator 141 and a second hydraulic device 202.

  The phase angle control actuator 141 relatively rotates the sprocket 142 and the drive shaft 113 within a predetermined angle range.

  The second hydraulic device 202 controls the phase angle control actuator 141 based on a control signal from the controller 60 that detects the operating state of the engine 1.

  By the hydraulic control to the phase angle control actuator 141 by the second hydraulic device 202, the sprocket 142 and the drive shaft 113 are relatively rotated, and the lift center angle is advanced or retarded.

  The controller 60 is configured by a microcomputer including a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface). In addition to the pressure sensor 15 described above, the controller 60 receives signals from various sensors for detecting the operating state of the engine 1 such as an accelerator stroke sensor 16 that detects the amount of depression of the accelerator pedal. The

  FIG. 3 is a view for explaining the operation of the variable valve apparatus 100.

  As described above, since the initial position of the control cam 117 can be continuously changed, the valve lift characteristic of the intake valve 2 is continuously changed accordingly. That is, as shown by the solid line in FIG. 3, the variable valve operating apparatus 100 can continuously increase and decrease the lift amount and the operating angle of the intake valve 2 simultaneously by the lift / operating angle variable mechanism 110. it can. Although depending on the layout of each part, for example, the opening timing and closing timing of the intake valve 2 change substantially symmetrically with changes in the lift amount and operating angle of the intake valve 2.

  Furthermore, as shown by the broken line in FIG. 3, the variable valve operating apparatus 100 can advance or retard the lift center angle by the phase variable mechanism 140.

  Thus, by combining the lift / operating angle variable mechanism 110 and the phase variable mechanism 140, the variable valve apparatus 100 can open and close the intake valve 2 at an arbitrary crank angle position.

  Further, since the lift amount can be continuously changed, in the present embodiment, the throttle valve 14 remains fully open in a steady state, and the lift amount of the intake valve 2 is continuously changed by the lift / operating angle variable mechanism 110. Therefore, the intake air amount is adjusted.

  FIG. 4 is a schematic configuration diagram showing the variable motion device and the corresponding intake valve 2, roller rocker arm 3 and lash adjuster 4 when viewed from the engine rear side.

  Hereinafter, the configuration of the lash adjuster 4 will be described.

  As shown in FIG. 4, the lash adjuster 4 includes a body 41, a plunger 42, a first oil chamber 43, a second oil chamber 44, a spring 45, an oil flow restriction means 46, and an oil discharge chamber 50. .

  The body 41 has a bottomed cylindrical shape. The body 41 is accommodated and held in the cylinder head 11. The body 41 has a body hole 41 a for supplying oil to the first oil chamber 43.

  The plunger 42 includes an upper plunger 42 a and a lower plunger 42 b and is slidably accommodated in the body 41. The plunger 42 is formed with a plunger hole 42 c for supplying oil to the first oil chamber 43.

  The first oil chamber 43 is formed inside the plunger 42. Oil supplied from the oil pump 51 is supplied to the first oil chamber 43 via the hydraulic passage 52b, the body hole 41a, and the plunger hole 42c.

  The second oil chamber 44 is formed between the bottom wall 41 b of the body 41 and the bottom wall 42 d of the plunger 42. The second oil chamber 44 communicates with the first oil chamber 43 via a communication passage 42 e formed through the bottom wall 42 d of the plunger 42. The second oil chamber 44 communicates with the oil discharge chamber 50 via a communication passage 41 c formed through the bottom wall 41 b of the body 41.

  The spring 45 is disposed in the second oil chamber 44 and is sandwiched between the bottom wall 41 b of the body 41 and the bottom wall 42 d of the plunger 42. The spring 45 urges the plunger 42 in a direction (upward in the drawing) protruding from the body 41. The spring force of the spring 45 is weaker than the spring force of a valve spring (not shown) of the intake valve 2.

  The oil flow restriction means 46 permits the flow of oil from the first oil chamber 43 to the second oil chamber 44, while prohibiting the flow of oil from the second oil chamber 44 to the first oil chamber 43. The oil flow restricting means 46 includes a ball-shaped valve body 47 and a valve body biasing spring 48.

  The valve body 47 is disposed in the second oil chamber 44.

  The valve body biasing spring 48 is disposed in the second oil chamber 44. The valve body urging spring 48 urges the valve body 47 so as to close the communication passage 42e from the second oil chamber 44 side. The valve body biasing spring 48 is held by a cover member 49 that communicates with the second oil chamber 44.

  The oil discharge chamber 50 is formed in the cylinder head 11 and communicates with the second oil chamber 44 through a communication passage 41 c formed through the bottom wall 41 b of the body 41. A valve body 54 is disposed in the oil discharge chamber 50. The oil discharge chamber 50 is connected with an oil discharge passage 55 and an auxiliary hydraulic passage 56 connected to the hydraulic passage 52b.

  Next, the operation of the lash adjuster 4 will be described.

  When the roller rocker arm 3 is pushed by the swing cam 120, the pressing force at that time is transmitted to the plunger 42 of the lash adjuster 4 via the roller rocker arm 3. As a result, the plunger 42 tries to enter the body 41.

  At this time, if the electromagnetic valve 53 is open, the valve element 54 of the oil discharge chamber 50 receives the hydraulic pressure from the auxiliary hydraulic passage 56 and moves upward to close the communication passage 41 c of the bottom wall 41 b of the body 41. . Then, the valve body 54 is opened until the pressure in the second oil chamber 44 becomes higher than the pressure in the first oil chamber 43, and oil is supplied to the second oil chamber via the first oil chamber.

  Therefore, while the electromagnetic valve 53 is open, the movement of the plunger 42 in the direction of reducing the volume of the second oil chamber 44 is restricted by the oil inside the second oil chamber 44. That is, the approach of the plunger 42 into the body 41 is restricted.

  On the other hand, if the electromagnetic valve 53 is closed, the valve body 54 of the oil discharge chamber 50 does not receive the hydraulic pressure from the auxiliary hydraulic passage 56, and therefore the second oil chamber 44 and the oil discharge chamber 50 via the communication passage 41c. And the oil in the second oil chamber 44 is discharged from the oil discharge passage 55.

  For this reason, while the solenoid valve 53 is closed, there is no oil inside the second oil chamber 44, and therefore the movement of the plunger 42 in the direction of reducing the volume of the second oil chamber 44 is not limited. That is, the approach of the plunger 42 into the body 41 is not limited.

  Therefore, while the electromagnetic valve 53 is closed, the displacement of the roller rocker arm 3 is absorbed by the compression deformation of the spring 45 of the second oil chamber 44. Here, as described above, the spring force of the spring 45 is smaller than the spring force of the valve spring of the intake valve 2. Therefore, the displacement of the roller rocker arm 3 is absorbed by the spring 45.

  That is, while the electromagnetic valve 53 is closed, the spring 45 is compressed and deformed, and the plunger 42 enters the body 41. Therefore, all the displacement of the roller rocker arm 3 is absorbed by the spring 45, and the intake valve 2 does not open.

  In this way, by controlling the hydraulic pressure supply to the lash adjuster 4, only one of the pair of intake valves 2a, 2b of the same cylinder is opened, and the other intake valve 2b is closed. So-called single valve operation can be performed.

  In the present embodiment, the single valve operation is performed at low speed and low load to enhance the swirl to improve the combustion performance, and the double valve operation is performed at high speed and high load to improve the charging efficiency.

  However, if the throttle valve 14 is switched from the single valve operation to the double valve operation while the throttle valve 14 is fully opened at the time of acceleration, the intake air amount greatly changes, and there is a problem that the drivability deteriorates due to a torque shock.

  Therefore, in this embodiment, when it is necessary to switch from single-valve operation to dual-valve operation during acceleration, the throttle valve 14 is closed from the fully open state while the operating angle of the intake valve 2 is enlarged by the lift / operating angle variable mechanism 110. This causes a point where the intake air amount becomes the same in the single valve operation and the double valve operation. Thereby, generation | occurrence | production of the torque shock when switching from single valve operation to double valve operation is suppressed.

  FIG. 5 is a flowchart illustrating the dual valve operation switching control according to this embodiment. The controller 60 repeatedly executes this routine at a predetermined calculation cycle (for example, 10 ms).

  In step S1, the controller 60 determines whether or not the throttle valve fully closed flag is set to 1. The throttle valve fully closed flag is a flag that is set to 1 when the throttle valve 14 is fully closed.

  In step S2, the controller 60 determines whether or not a single valve operation is in progress. If the single valve operation is in progress, the controller 60 proceeds to step S3. On the other hand, if the both valves are operating, the current process is terminated.

  In step S3, the controller 60 determines whether or not acceleration is being performed. Specifically, if the amount of operation per unit time of the accelerator pedal (hereinafter referred to as “accelerator operation amount”) is larger than a predetermined acceleration determination amount, it is determined that the vehicle is accelerating. If the controller 60 is accelerating, the process proceeds to step S4. On the other hand, if not accelerating, the current process is terminated.

  In step S4, the controller 60 determines whether or not rapid acceleration is being performed. Specifically, if the accelerator operation amount is larger than a predetermined rapid acceleration determination amount (> acceleration determination amount), it is determined that rapid acceleration is being performed. If the controller 60 is rapidly accelerating, the process proceeds to step S9. On the other hand, if it is not sudden acceleration but slow acceleration, the process proceeds to step S5.

  In step S <b> 5, the controller 60 performs coordinated control of the throttle valve 14 and the variable valve gear 100. Specifically, the throttle valve 14 is closed to lower the boost in the intake collector, and the operating angle of the intake valve 2 is expanded to obtain the intake air amount (the amount of air actually sucked into the cylinder) as the target intake air amount. To control. The target intake air amount is determined based on the accelerator pedal depression amount and the engine rotation speed.

  In step S6, the controller 60 determines whether or not the boost is equal to or lower than the target boost. This target boost is a boost in which the intake air amount substantially matches the target intake air amount. That is, when the boost is less than or equal to the target boost, the intake air amount is less than or equal to the target intake air amount. If the boost is smaller than the target boost, the controller 60 proceeds to step S7. On the other hand, if the boost is larger than the target boost, the current process is terminated.

  In step S7, the controller 60 switches from single valve operation to dual valve operation.

  In step S8, the controller 60 opens the throttle valve 14 to increase the boost, and controls the intake air amount to the target intake air amount.

  In step S9, the controller 60 can control the intake air amount to the target intake air amount with the throttle valve 14 fully closed based on the engine speed, valve timing, boost, and accelerator pedal depression amount (hereinafter referred to as “the target intake air amount”). "Throttle valve fully closed period") is calculated.

  In step S10, the controller 60 controls the intake air amount to the target intake air amount by expanding the operating angle of the intake valve while the throttle valve 14 is fully closed.

  In step S11, the controller 60 sets a throttle valve fully closed flag to 1.

  In step S12, the controller 60 determines whether or not the throttle valve fully closed period has elapsed since the throttle valve fully closed flag was set to 1. If the throttle valve fully closed period has elapsed, the controller 60 proceeds to step S13. On the other hand, if the throttle valve fully closed period has not elapsed, the current process is terminated.

  In step S13, the controller 60 opens the throttle valve 14 to control the intake air amount to the target intake air amount.

  In step S14, the controller 60 determines whether or not there is a request for switching to the both-valve operation. Specifically, when the target intake air amount becomes larger than the maximum intake air amount in the single valve operation, it is determined that there is a request for switching to the dual valve operation. If there is a request for switching to the both-valve operation, the controller 60 proceeds to step S15. On the other hand, if there is no request for switching to the both-valve operation, the current process is terminated.

  In step S15, the controller 60 switches from single valve operation to double valve operation.

  In step S16, the controller 60 sets the throttle valve fully closed flag to 0.

  Next, the operation of the dual valve operation switching control according to this embodiment will be described.

  First, the operation of the double valve operation switching control during acceleration will be described with reference to the time chart of FIG. In order to clarify the correspondence with the flowchart, the step numbers of the flowchart will be described together.

  If it is determined at time t1 that slow acceleration is being performed in the one-valve operation (Yes in S2, S3, No in S4), the controller 60 closes the throttle valve 14 to lower the boost (FIG. 6D ( E); S5), the operating angle of the intake valve is expanded to control the intake air amount to the target intake air amount (FIG. 6B; S5). Thus, although the target intake air amount increases due to acceleration, the intake air amount gradually decreases by lowering the boost.

  When the boost reaches the target boost at time t2 and the intake air amount becomes equal to or less than the target intake air amount (FIG. 6A; Yes in S6), the controller 60 switches from single valve operation to double valve operation (FIG. 6). (C); S7). This is because if the intake air amount during single valve operation is less than or equal to the target intake air amount, the amount of air supplied into the cylinder will not change even when switching to dual valve operation, and torque shock due to switching will not occur. is there.

  After switching to the dual valve operation, the throttle valve 14 is opened to increase the boost, and the intake air amount is controlled to the target intake air amount (FIGS. 6D, 6E, and S8).

  Thereby, generation | occurrence | production of the torque shock when switching from single valve operation to double valve operation can be suppressed, satisfying the power performance during acceleration.

  Next, the operation of the dual valve operation switching control during rapid acceleration will be described with reference to the time charts of FIGS.

  FIG. 7 is a time chart showing the operation when it is determined that sudden acceleration is being performed and the throttle valve 14 is fully closed. On the other hand, for comparison, FIG. 8 is a time chart showing an operation when the throttle valve 14 is gradually closed without being fully closed when it is determined that the acceleration is sudden.

  In general, there is a response delay corresponding to the volume of the intake collector 13 and the like from when the throttle valve 14 is operated until the boost reaches the target boost.

  Therefore, as shown in FIG. 8, when the throttle valve 14 is gradually closed at the time of rapid acceleration, the timing at which the throttle valve 14 is actually switched with respect to the timing (time t21) at which the one-valve operation is to be switched to the two-valve operation That is, the time when the boost reaches the target boost (time t22) is delayed.

  Therefore, as shown in FIG. 7, when it is determined at time t11 that rapid acceleration is being performed in the one-valve operation (Yes in S2, S3, S4), the throttle valve 14 is fully closed in accordance with the operation state. A throttle valve fully closed period in which the intake air amount can be controlled to the target intake air amount is set (S9), and the throttle valve 14 is fully closed at once to accelerate the boost reduction (FIGS. 7D and 7E; S10). ).

  When the throttle valve fully closed period elapses at time t12 (Yes in S12), the intake air amount is controlled to the target intake air amount by opening the throttle valve 14 (FIG. 7D; S13).

  When the target intake air amount becomes larger than the maximum intake air amount in the single valve operation at time t13 (Yes in S14), the single valve operation is switched to the dual valve operation (FIG. 7C; S15). Then, the intake air amount is controlled to the target intake air amount by further opening the throttle valve 14 (FIG. 7D; S16).

  Thereby, even if it is at the time of sudden acceleration, generation | occurrence | production of the torque shock at the time of switching from single valve operation to double valve operation can be suppressed, satisfying power performance.

  Note that the present invention is not limited to the above-described embodiment, and it is obvious that various modifications can be made within the scope of the technical idea.

  For example, in this embodiment, the lash adjuster 4 is used as a mechanism for performing the one-valve operation. However, the present invention is not limited to this, and a well-known technique for performing the one-valve operation, for example, a solenoid valve (special Japanese Unexamined Patent Publication No. 2001-329874) or a lost motion mechanism (Japanese Patent Laid-Open No. 2007-309285) may be used.

It is a mimetic diagram showing a schematic structure of one bank of a V type 6 cylinder engine. It is a perspective view of the variable valve operating apparatus of the intake valve arrange | positioned above a roller rocker arm. It is a figure explaining the effect | action of a variable valve apparatus. It is a schematic block diagram which shows the variable motion apparatus when it sees from the engine rear side, and an intake valve, a roller rocker arm, and a lash adjuster corresponding to it. It is a flowchart explaining double valve operation switching control. It is a time chart explaining the operation | movement of the both-valve operation switching control during acceleration. It is a time chart which shows operation | movement when a throttle valve is fully closed during sudden acceleration. 7 is a time chart showing an operation when the throttle valve is gradually closed without being fully closed during rapid acceleration.

Explanation of symbols

1 V type 6 cylinder engine (engine)
2 Intake valve 4 Rush adjuster (Valve lift stop mechanism)
60 controller (target intake air amount calculation means)
100 Variable valve mechanism (Variable valve mechanism)
S4 Acceleration state determination means S9 Fully closed period calculation means S5, S10 Cooperative control means S7, S15 Switching means S8, S13 Throttle valve control means

Claims (3)

A throttle valve for adjusting the intake negative pressure in the intake collector;
A variable valve mechanism for continuously changing the operating angle of a pair of intake valves provided for two per cylinder;
A valve lift stop mechanism for stopping one valve lift of the pair of intake valves;
A torque shock suppression device for an internal combustion engine comprising:
A target intake air amount calculating means for calculating a target intake air amount in accordance with an accelerator pedal depression amount;
During acceleration in one-valve operation in which one valve lift of the pair of intake valves is stopped by the valve lift stop mechanism, the operating angle of the pair of intake valves is increased while the throttle valve is closed to reduce the intake air amount. Cooperative control means for controlling the target intake air amount;
Switching means for switching from one-valve operation to both-valve operation when the intake negative pressure reaches a target negative pressure at which the intake air amount and the target intake air amount substantially match;
A torque shock suppression device for an internal combustion engine, comprising: A throttle valve for adjusting the intake negative pressure in the intake collector;
A variable valve mechanism for continuously changing the operating angle of a pair of intake valves provided for two per cylinder;
A valve lift stop mechanism for stopping one valve lift of the pair of intake valves;
A torque shock suppression device for an internal combustion engine comprising:
A target intake air amount calculating means for calculating a target intake air amount in accordance with an accelerator pedal depression amount;
Acceleration state determination means for determining whether the acceleration is slow acceleration or sudden acceleration according to the depression speed of the accelerator pedal;
A fully-closed period calculating means for calculating a throttle valve fully-closed period capable of controlling the intake air amount to the target intake air amount in a state in which the throttle valve is fully closed according to an operating state;
During rapid acceleration in a single valve operation in which one valve lift of the pair of intake valves is stopped by the valve lift stop mechanism, the throttle valve is fully closed until the throttle valve fully closed period elapses, and the pair of intake valves Cooperative control means for controlling the intake air amount to the target intake air amount by expanding the valve operating angle;
Switching means for switching from single-valve operation to dual-valve operation when the target intake air amount is greater than the maximum intake air amount in single-valve operation;
A torque shock suppression device for an internal combustion engine, comprising: The throttle valve control means for controlling the intake air amount to the target intake air amount by opening the throttle valve after switching to the double valve operation by the switching means is provided. A torque shock suppression device for an internal combustion engine.

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