JP2600128B2 - Valve timing control device for supercharged internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION <Industrial Application Field> The present invention relates to a control device for opening and closing timing (valve timing) of an intake valve and an exhaust valve of a supercharged internal combustion engine.

<Prior Art> A device for variably controlling the opening / closing timing of intake / exhaust valves by changing the relative phase of the respective camshafts for opening / lifting the intake / exhaust valves is disclosed, for example, in JP-A-51-89022. Is known. This increases the opening / closing timing of the intake valve with respect to the exhaust valve as the engine speed increases, and increases the amount of overlap between the opening timings of the intake valve and the exhaust valve. As a result, when the engine is running at low speed, the amount of overlap between the opening timings of the intake and exhaust valves is reduced, the backflow of the air drawn into the combustion chamber is prevented, preventing a reduction in intake charging efficiency and preventing deterioration of exhaust characteristics. , Improve fuel economy. On the other hand, when the engine is running at high speed, the overlap amount is increased, preventing the delay of introduction of the intake air into the combustion chamber due to the inertia of the intake air, preventing a decrease in charging efficiency, and preventing deterioration of fuel efficiency, exhaust properties, and output. I do.

<Problems to be Solved by the Invention> However, when a supercharger is mounted on an internal combustion engine having such a conventional valve timing control device, the intake pressure (supercharging pressure) becomes large in the engine high-speed rotation region. If the amount of overlap between the intake and exhaust valve opening timings is large, the supercharged air blows from the combustion chamber to the exhaust port side, lowering the charging efficiency and discharging the fuel as it is, and the output is deteriorated. Emission of fuel components causes deterioration of fuel efficiency and, consequently, exhaust properties.

On the other hand, in the general driving state in the market as shown in FIG. 6, that is, in the operating region used for normal market driving, the valve opening timing of the intake / exhaust valve is frequently switched. Not only impairs the durability of
A switching shock (sudden fluctuation of the acceleration in the traveling direction of the vehicle due to a fluctuation of the engine output) accompanying the switching frequently occurs, so that there is a problem that the drivability of the vehicle is impaired.

In view of the above, the present invention provides a high output by optimizing the relative phase of the opening and closing valve timings of intake and exhaust valves in an entire engine operating region in an internal combustion engine having a variable valve timing mechanism for intake and exhaust valves and a supercharger. In addition, it is possible to improve the fuel efficiency and the exhaust gas purification performance, and at the same time, minimize the switching frequency of the variable valve timing mechanism in the normal market driving region, thereby improving the durability of the mechanism and the vehicle drivability. It is an object of the present invention to provide a valve timing control device for an engine-equipped internal combustion engine.

<Means for solving the problem> In the present invention, for this purpose, a valve timing variable device that variably controls the opening / closing valve timing relative phase of the intake valve and the exhaust valve, a supercharger that supercharges intake air to the engine, An engine operating state detecting means for detecting an operating state including at least a rotational speed and a load of the engine; and operating on the variable valve timing device based on a detection signal of the engine operating state detecting means to operate the variable valve timing device in a low-speed high-load operating region, A control device is provided to advance the intake valve opening / closing valve timing relative to the operation range and reduce the opening / closing valve timing relative phase.

<Operation> The valve timing control apparatus of the present invention having the above-described structure is used in a turbocharged internal combustion engine to advance intake valve opening / closing timing to open / close an intake / exhaust valve in order to obtain optimum output characteristics in a low-speed / high-load region. The valve timing relative phase is set to be small (valve overlap amount is large), and in the operation regions other than the above (low-speed light load and medium-speed / high-speed region), the air supply and fuel flow from the exhaust valve to the exhaust passage side. The opening and closing timing of the intake valve is delayed so that the relative phase of the opening and closing timing of the intake and exhaust valves is larger than that in the low-speed and high-load region so that optimum exhaust and output characteristics can be obtained by preventing blow-by at the same time. (Small) control to switch. This makes it possible to set the opening / closing valve timing relative phase of the intake / exhaust valve to the optimum value in the entire engine operating region, and at the same time, in the operating region (see FIG. 6) normally used in market driving. The switching is not performed.

In the valve timing control device for a supercharged internal combustion engine according to the present invention, unlike the case of a naturally aspirated internal combustion engine without a supercharger, the intake valve opening / closing timing in a low-speed high-load region is compared with that in a medium-high speed region or the like. The reason for increasing the amount of overlap earlier is as follows.

That is, in the case of the internal combustion engine with a supercharger, the supercharging pressure is high in a medium-to-high-speed high-load region and knocking is apt to occur. Therefore, in order to suppress this, the apparent compression ratio [ε = (Vc + Vs) / Vc, The gap volume between the piston and the cylinder head at the top dead center position, and Vs is the stroke volume, is usually set lower for a naturally aspirated internal combustion engine. Since an increase in the supercharging pressure cannot be expected in the region or the like, the apparent compression ratio set at a lower value has a margin against the occurrence of knocking. Therefore, in the low-speed and high-load region, if the so-called actual compression ratio is increased by accelerating the opening and closing timing of the intake valve, the output is reduced due to the apparent compression ratio being set to a low value within a range where knocking does not occur. Can be supplemented.

In the case of a supercharged internal combustion engine, the low-speed high-load region is
The supercharging pressure is not so high in the medium to high speed high load region, and the pressure in the cylinder is likely to increase earlier.Therefore, by making the intake valve opening and closing timing earlier, the air supplied to the cylinder by supercharging is supplied to the intake system. By preventing the backflow, the amount of fresh air remaining in the cylinder can be increased and the output can be increased. In addition, in the medium-speed, high-load region, a high boost pressure can be supplied, and a period in which a supercharge pressure higher than the cylinder pressure can be supplied is long. By continuing to supply fresh air, more fresh air can be supplied into the cylinder and the output can be increased.

Furthermore, in the case of a supercharged internal combustion engine, in a low-speed high-load region, the supercharging pressure is not so high and the intake air amount is not large in a medium-high speed high-load region.
Increase), the intake valve opening / closing timing is advanced and the amount of overlap is increased as long as combustion stability can be maintained.
The output can be improved by improving the residual gas scavenging efficiency. On the other hand, in the medium-speed, high-load region, even with a large intake volume and a small overlap amount, the scavenging efficiency can be sufficiently improved and the output can be improved, so it is better to delay the intake valve opening / closing timing and reduce the overlap amount to reduce the exhaust system. It is possible to reduce the blow-by amount and increase the amount of fresh air charged into the cylinder, thereby increasing the output while suppressing the deterioration of the exhaust performance.

For the above reasons, in the case of a supercharged internal combustion engine, as in the present invention, in the low-speed high-load region, the intake valve opening / closing timing is advanced with respect to the medium-high speed region or the like to increase the overlap amount. It is necessary.

In the case of a naturally aspirated internal combustion engine, the apparent compression ratio is originally set high, so that the effect of the actual compression ratio is small, and since the intake pressure is originally small, the intake valve opening and closing as described above is performed. The effect on the actual intake air amount by the change of the timing is small. However, in the case of a naturally aspirated internal combustion engine,
In the low-speed and high-load region, the intake speed is small and the improvement of the above-mentioned residual gas scavenging efficiency cannot be expected so much.Therefore, unlike the case of a supercharged internal combustion engine, the intake valve opening / closing timing is delayed to reduce the overlap amount, The output can be increased by reducing the amount of backflow into the cylinder and the amount of blow-by to the exhaust system as much as possible, and increasing the amount of fresh air remaining in the cylinder. On the other hand, in the medium-speed, high-load region, the intake speed increases, so the intake valve opening / closing timing is advanced, the overlap amount is increased, and even if the blow-through amount to the exhaust system is increased to some extent, the scavenging efficiency is improved.
The output can be more effectively increased by increasing the ratio of the fresh air amount in the cylinder.

Also, in the case of a naturally aspirated internal combustion engine, in a medium-speed, high-load region, the intake valve opening / closing timing is advanced to increase the overlap amount, thereby increasing the internal EGR amount due to the exhaust gas backflow, and reducing the NOx by this EGR effect. It can be considered that the output can be further increased by assigning the minute to the advance of the ignition timing, rather than by delaying the ignition timing while keeping the overlap amount small.

Therefore, in the case of a naturally aspirated internal combustion engine, the opening / closing timing of the intake valve in a middle-high speed region or the like is set earlier than in a low-speed high-load region to increase the amount of overlap.

Thus, due to the difference between the characteristics of the supercharged internal combustion engine and the characteristics of the naturally aspirated internal combustion engine, the setting of the intake valve opening / closing timing needs to be different between the supercharged internal combustion engine and the naturally aspirated internal combustion engine. Therefore, in the valve timing control apparatus for a supercharged internal combustion engine of the present invention, the output of the supercharged internal combustion engine is set so that the intake valve opening / closing timing is advanced in a low-speed high-load region with respect to a medium-high speed region or the like. The characteristics and exhaust characteristics are improved.

<Example> An example of the present invention will be described below with reference to the drawings.

In FIG. 1, a crank sprocket 3 axially mounted on a crankshaft 2 which is an output shaft of a reciprocating internal combustion engine 1 and a first cam sprocket 5 axially mounted on an overhead type exhaust valve driving camshaft 4 are shown. The first timing belt 6 is wrapped around, and a tensioner pulley 8 receiving the elastic force of a spring 7 supported by the engine 1 is brought into press contact with the tight side thereof, so that the first timing belt 6
Is maintained at the optimum value.

Here, the ratio of the diameter of the crank sprocket 3 to the diameter of the first cam sprocket 5 is set to 1: 2, and the cam shaft 4 is rotated at a rotation speed that is 1/2 of that of the crank shaft 2.

The camshaft 4 is further provided with a second cam sprocket 11 having a diameter sufficiently smaller than that of the first cam sprocket 5, and the second cam sprocket 11 and a camshaft 12 for driving an intake valve. The second timing belt 14 is looped between the cam sprocket 11 and the third cam sprocket 13 having the same diameter. Where both cam sprockets 1
1, 13 have the same diameter.

The outer surfaces of the tensioning side a and the loosening side b of the second timing belt 14 function as a valve timing adjustment wheel, respectively.
The pair of adjustment pulleys 15 and 16 are brought into pressure contact with each other.

The adjusting levers 17 and 18 that rotatably support the respective adjusting pulleys 15 and 16 at one end thereof are fixed to the engine 1 by pins 17 and 18, respectively.
It is supported to swing freely via a and 18a. A return spring 21 supported by the engine 1 is locked to the other end of one of the adjustment levers 17, and a transmission motor functioning as a part of a driving device via a wire 22 is provided at the tip of the arm 17 b. For example, the output end of the step motor 23 is connected.

To the step motor 23, a control pulse signal of the control device 24 for inputting a detection signal output from the engine operation state detection device is input. Here, as the engine operating state detecting device, for example, a crank angle sensor 25 for detecting a rotation speed of the crankshaft 2, a hot wire air flow meter 35 interposed in an intake passage for detecting an intake air amount, an intake throttle valve opening degree , An engine cooling water temperature sensor, a starter motor switch, and the like. In the present embodiment, the control device 24 pulls the wire 22 via the step motor 23 when detecting a low speed rotation and a high load equal to or more than a predetermined value, and lengthens the tension side a of the timing belt 14 based on an operation described later. Act like so.

Adjusting lever 18 on the loose side is a connecting lever
It works with the adjustment lever 17 on the tension side via 26. That is, one end of the connecting lever 26 is rotatably connected to the adjusting lever 17 between the pin 17a and the rotating shaft of the adjusting pulley 15, and the adjusting lever 18 is connected to a slit of a predetermined length provided at the other end of the connecting lever 26. The provided guide pin 28 is slidably inserted, and a tension spring 30 is interposed between the pin 28 and the pin 29 provided on the connecting lever 26.

Internal combustion engine 1 equipped with such a valve timing control device
The exhaust gas drives the turbine impeller 33 of the supercharger 32 through the exhaust passage 31, and rotates the compressor rotor 34 which is integrally connected to the turbine impeller 33. As a result, the intake air measured by the hot wire air flow meter 35 is pressure-fed and supercharged, and is taken into the engine by being subjected to the metering action of the intake throttle valve 37 interposed in the intake passage 36. The fuel injection valve 38 is controlled by the control device 24 that receives a detection signal from the various engine operation state detection devices.
The injection amount is controlled.

 The operation according to the above configuration is as follows.

When the engine 1 is operated, the crankshaft 2 rotates,
Crank sprocket 3, 1st timing belt 6, 1st
The camshaft 4 for the exhaust valve is rotated via the cam sprocket 5 of FIG. First for crank sprocket 3
Since the diameter of the cam sprocket 5 is twice, the rotation speed of the latter is 1/2 of that of the former.

The above rotation of the exhaust valve camshaft 4 is performed via the second cam sprocket 11, the second timing belt 14, and the third cam sprocket 13 through the camshaft 12 for the intake valve.
To rotate. The rotational speeds of the camshafts 12 are equal because the diameters of the two cam sprockets 11, 13 are the same.

Now, when the engine 1 is rotating at a low speed and a load higher than a predetermined value (high load), as shown in FIG. 2, it is assumed that the exhaust valve and the intake valve are driven to open and close with a predetermined phase. In this state, it is assumed that the engine 1 is rotated at an increased speed to exceed a predetermined value and enter a high-speed region or a load enters a low-load region equal to or less than a predetermined value. This operation state is input to the control device 24 via the engine operation state detection device, from which a control signal is input to the step motor 23 and the wire 22 is sent out. Therefore, the adjusting lever 17 is swung counterclockwise by a predetermined amount around the pin 17a by the spring force of the return spring 21, and the tension on the tight side a of the second timing bell 14 is relaxed. At this time, since the phase relationship between the crank sprocket 3 and the first cam sprocket 5 is specified for the camshaft 4 for the exhaust valve, the tension relaxation on the tight side a sends the tight side a leftward in the figure. As a result, the third cam sprocket 13 is rotated counterclockwise to the lag side by the feed amount to retard the intake valve opening / closing timing as shown in FIG. As a result, the overlap amount of the intake and exhaust valves at the valve opening timing is reduced, and the amount of intake air sent into the combustion chamber with a large supercharging pressure flowing through the exhaust passage is reduced, or blow-by is prevented. As a result, the fuel can be used effectively, the supercharging efficiency is improved, the output is increased, and the fuel consumption and exhaust properties are improved.

On the other hand, as the tension side of the second timing belt 14 becomes shorter, the loose side becomes longer. However, as the adjusting lever 17 rotates counterclockwise, the connecting lever 26
The adjustment lever 18 on the loose side is also rotated counterclockwise through this to move the adjust pulley 16 upward in the drawing to prevent the loosening of the belt tension on the loose side.

Here, the elastic force of the tension spring 30 balances the tension on the slack side b of the timing belt 14 and acts to maintain the tension at a predetermined value.

When shifting from the low-speed low-load area or the high-speed area to the low-speed high-load area, the intake valve is switched to the advanced side by acting in the opposite manner. As a result, as shown in FIG. 2, the overlap amount of the intake / exhaust valve opening timing is increased. The amount of overlap at this time is matched to an optimum value in order to prevent the backflow of the air drawn into the combustion chamber, prevent a decrease in intake charging efficiency, prevent deterioration of exhaust characteristics, and improve fuel efficiency. That is, as shown in the engine full-load operation performance curve in FIG. 5 (M indicates an internal combustion engine with a supercharger, and N indicates an internal combustion engine with a natural intake), a curve represented by a dashed line in M (when advancing the timing off the intake valves, i.e. valve case overlap amount is large) towards the axial torque increases in N ₁ below the low-speed region, in the high speed range than N _1, the curve represented by the broken line (intake When the valve opening / closing timing is delayed (that is, when the valve overlap amount is small), the shaft torque increases. Therefore, in this embodiment, the valve overlap amount is set so that a high shaft torque can be obtained in the low speed and high load operation region. Is set to be larger, and in other areas, it is set smaller than the valve overlap amount in the low-speed and high-load operation area. Switching of the valve overlap amount as obtained is performed.

If the wrapping conductive medium is a chain or a timing belt, the prime mover is a crank sprocket, and the conductive wheel is a cam sprocket. If the belt is a belt, the prime mover and the conductive wheel are pulleys. In the above description, the winding transmission device including the timing belt and the sprocket has been described as a representative for convenience, but it is needless to say that the present invention is not limited to this.

Further, in addition to using the above-described wrapping transmission device, the variable valve timing device may be provided with a variable device in a hydraulic tappet or other valve operating mechanism itself, and in this case, an electromagnetic valve or the like is used instead of the step motor 23 as the driving mechanism. It is common. The variable control of the valve timing is performed as described in the second embodiment.
Instead of the step control type, a stepless speed change type may be used. Either of the camshafts 4 and 12 may be used for the intake valve or the exhaust valve depending on the purpose.

Next, the functional configuration and operation of the control device 24 will be described.

FIG. 3 is a block diagram showing a functional configuration of the control device 24.

In the figure, a control device 24 is composed of a microcomputer comprising an input / output processing device, a central processing unit, a storage device and the like, and an operating state detecting means 51 receives an engine speed N signal output from the crank angle sensor 25. This is electrically processed and output.

The intake air amount detecting means 71 receives a detection signal from the air flow meter 35 and outputs an electric signal thereof. The basic injection pulse width calculating means 72 calculates a relational expression of Tp = K × Q / N based on the intake air amount Q output from the intake air amount detecting means 71 and the rotation speed N output from the rotation speed detecting means 51. The basic injection pulse width Tp is calculated based on the basic injection pulse width Tp. This is a basic injection pulse width corresponding to the amount of intake air per one revolution of the engine, and can be said to correspond to the load of the engine. Switching speed is stored in memory 52
N ₁ and the switching basic injection pulse width Tp ₁ are stored in advance,
Determining the rotational speed N signal input to the bubble timing control means 53, whether or not to advance the valve timing based on the basic injection pulse width Tp signal on a comparison between the N ₁ and Tp _1, to retard Then, the judgment result is output to the step motor driving means 54. The stepping motor drive unit 54 receives the output signal from the valve timing control unit 53, and advances the valve timing of the intake valve to set the valve opening timing overlap amount of the intake / exhaust valve to a large value. When the valve timing of the intake valve is delayed and the valve opening timing overlap amount of the intake / exhaust valve is set to be small, the wire 23 is output to the stepping motor 23 so that the wire 23 is loosened. . Based on the basic injection pulse width Tp obtained by the basic injection pulse width calculating means 72, this is corrected by various correction elements to obtain an injection pulse width, and a desired injection pulse width from the injection valve 56 to the engine via the injection valve driving means 55 is provided. Injecting and supplying an amount of fuel is the same as in the prior art. The engine speed is not limited to the above, and may be replaced by the vehicle speed or a combination of the vehicle speed and the transmission gear ratio, or the like, and the engine intake air amount signal detected by the air flow meter 35 instead of detecting the engine speed. Is input to the operating state detecting means 51, and the memory 52 and the valve timing control means 53 are appropriately set in response to this to control switching of the valve timing of the air supply valve with respect to the exhaust valve in accordance with the engine intake air amount. You may do so.

Accordingly, as shown in FIG. 4, the basic injection pulse width Tp is calculated by the basic injection pulse width calculating means 72 in S82 in which the intake air amount Q and the engine speed N are read in S81 as shown in FIG.

S83 compares the and the engine rotational speed N and the switching speed N _1, if from N ₁ in the high speed region, and outputs the actuation signal to the step motor 23 so as to delay the closing timing of the intake valve advances to S84 .

If, when the engine rotational speed N is was N ₁ or less in S83, the load or Tp is determined whether or not a predetermined value Tp ₁ or more in S85, Tp is proceeded to Tp ₁ smaller low load also in S84 in closing timing of the intake valve is retarded, when the Tp is Tp ₁ greater than high-load also issues an output signal to advance the intake valve timing from the step motor driving means 54 advances to S86.

 The following effects can be obtained by the above operation.

In the low-speed rotation low-load range, the opening and closing timing of the intake valve is delayed more than in the low-speed rotation high-load range, so the overlap amount of the intake and exhaust valve opening timing decreases, and the intake and fuel flow to the exhaust side. It is possible to purify the exhaust gas by reducing the amount of unburned components in the exhaust gas while improving the fuel efficiency. Also, the stability of the engine idling operation is improved.

FIG. 7 shows a change in idle fuel efficiency with respect to a change in intake valve opening / closing timing. As can be seen, the fuel consumption is improved by delaying the intake valve opening / closing timing.

The Road Load (RL) line shown in FIG. 6 shows the relationship between the engine speed N and the engine load Tp when traveling on a flat road at a constant vehicle speed.

The general running area (normal market running area) in the market has a higher engine load than the RL line during acceleration, and has a lower engine load than the RL line during deceleration. It will be almost within the area of the cross hatch. Here, in the present invention, the variable valve timing device is switched for the first time in the low-speed high-load operation region (the hatched region in FIG. 6), so that the variable valve timing device is switched in the normal market driving region. Since there is no switching, the switching frequency is extremely low, and the variable valve timing device does not operate every time acceleration / deceleration is performed. Therefore, the durability of the variable valve timing device can be secured,
Further, it is possible to prevent the occurrence of a switching shock accompanying the switching of the valve timing, and to improve the vehicle drivability.

On the other hand, in an area where extremely large acceleration is required apart from the normal traveling area, that is, in a low-speed high-load operation area (for example, at the time of starting acceleration when the load capacity or the number of passengers is large), the low-speed high-load operation area is used. Since the engine is operated with the optimized valve overlap amount, a high output can be obtained and a sufficient start acceleration performance can be obtained.
It should be noted that, when the load is low, this is a region where the amount of intake air may be originally small, that is, the region where the intake air amount may be reduced by narrowing the intake passage with an intake throttle valve for air-fuel ratio adjustment. By increasing the lap amount, it is not necessary to increase the intake amount due to the intake inertia effect. Therefore, when the load is low, it is not necessary to increase the overlap amount as in the case of the high load, and the overlap amount may be reduced. Thus, blow-by into the passage can be reduced, and engine rotation can be stabilized.

Moreover, since the valve overlap amount is reduced by delaying the opening / closing valve timing of the intake valve, the valve overlap amount is reduced as compared with the case where the valve opening amount is reduced by advancing the opening / closing valve timing of the exhaust valve. Compared to a system that increases the exhaust energy, the effective work of the combustion gas to the piston in the expansion stroke is not reduced, and the fuel consumption of the engine is not deteriorated. Further, compared with the exhaust gas that increases the exhaust energy by advancing the opening and closing timing of the exhaust valve, the durability of the turbocharger, which is a problem particularly at high speed and high load, is reduced (excessive rotation increase and exhaust temperature increase due to increase in exhaust energy). It does not cause turbine / bearing damage due to the increase).

In the present embodiment, the magnitude of the load is determined by the injection pulse width Tp calculated from the intake air amount and the rotation speed. However, the intake air amount may be used directly, and the opening degree of the intake throttle valve or the like may be determined. Suction negative pressure or the like can also be used.

<Effects of the Invention> As described above, according to the present invention, in an internal combustion engine including a variable valve timing device that variably controls the relative phases of intake and exhaust valves and a supercharging device, in a low-speed and high-load operation region, The switching is set so that the opening / closing valve relative phase of the intake / exhaust valve becomes smaller (the valve overlap amount becomes larger) than in other regions, so that the engine output can be increased in the entire engine operating region. At the same time, it is possible to improve the fuel efficiency and the exhaust gas purification performance, and it is possible to obtain a stable engine operating state by suppressing rotation fluctuations during idling operation. Further, since the switching is not performed in the normal market driving region, the switching frequency can be reduced, the durability of the variable valve timing device can be ensured, and the occurrence of the switching shock due to the switching can be prevented. Drivability can be improved.

The overlap amount is reduced by delaying the opening and closing timing of the intake valve, so that the effective action on the piston in the expansion stroke is reduced as compared with the case where the opening and closing timing of the exhaust valve is advanced to reduce the overlap amount. Since the amount of work is not reduced, the fuel consumption of the engine is not degraded, and the durability of supercharging, which is a problem at high speed and high load, is not reduced.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing one embodiment of a valve timing control device according to the present invention, FIG. 2 is a valve lift characteristic diagram of an intake / exhaust valve according to the above embodiment, and FIG. FIG. 4 is a block diagram showing the functional configuration of the device, FIG. 4 is a flowchart showing the operation of the embodiment, FIG. 5 is a graph showing the characteristics of the shaft torque that changes based on the valve timing control in the embodiment, and FIG. FIG. 7 is a graph showing the valve timing control characteristics of the embodiment, and FIG. 7 is a graph showing the relationship between the opening / closing timing of the intake valve and the fuel consumption. 1 internal combustion engine, 3 crank sprocket (motor vehicle), 4,12 camshaft, 5,11,13 cam sprocket (conduction wheel), 14 second timing belt (winding transmission) Medium), a ... tension side, b ... loose side, 15,1
6 ... Adjust pulley (adjustment wheel), 17,18 ... Adjust lever, 26 ... Connecting lever, 30 ... Tension spring, 22 ... Wire, 23 ... Step motor, 24 ...
... Control device, 25 ... Crank angle sensor, 32 ... Supercharger,
33 ... Turbine impeller, 34 ... Compressor rotor,
35 …… Air flow meter, 40 …… Throttle sensor, 51
………………………………………………………………………………… ……………………………………………………………………………………………………………… ………………………………….
... intake air amount detecting means, 72 ... basic injection pulse width calculating means

 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-52-60326 (JP, A) JP-B-28-4554 (JP, B1) Japanese Utility Model Application No. 57-97249 (Japanese Utility Model Application Publication No. 59-2908) Microfilm (JP, U) photographing the contents of the specification and drawings attached to the application of the Japanese Patent Application No. 57-144267 (Japanese Utility Model Application No. 59-49742). Microfilm photographed (JP, U)

Claims (2)

(57) [Claims] 1. A valve timing variable device for variably controlling an opening / closing valve timing relative phase of an intake valve and an exhaust valve, a supercharger for supercharging intake air to an engine, and an operation state including at least a rotational speed and a load of the engine. Engine operating state detecting means for detecting the operation of the variable valve timing device based on the detection signal of the engine operating state detecting means, in the low-speed high-load operation region,
A control device for advancing the intake valve opening / closing valve timing relative to other operation regions to reduce the opening / closing valve timing relative phase, and a valve timing control device for a supercharged internal combustion engine. The variable valve timing device includes a large-diameter first transmission wheel and a small-diameter second transmission wheel that are axially mounted on one of a pair of camshafts that open and close an intake valve and an exhaust valve, respectively. , A prime mover pivotally mounted on a crankshaft, a small-diameter third conductive wheel pivotally mounted on the other camshaft, and a first winding conductive medium wound around the prime mover and the first conductive wheel. And a second wound conductive medium wound around the second conductive wheel and the third conductive wheel; and a tension contacted with a tight side and a loose side of the second wound conductive medium, respectively. A pair of adjusting wheels configured to be movable and movable, and a driving device for displacing the pair of adjusting wheels,
The valve timing control device for a supercharged internal combustion engine according to claim 1, characterized by comprising: