JP2937043B2 - Engine valve opening and closing control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine valve opening / closing control device for controlling engine valves such as an intake valve and an exhaust valve in an internal combustion engine.

[0002]

2. Description of the Related Art Heretofore, a so-called Miller cycle engine has been developed in which a substantial compression stroke is shortened from an expansion stroke and an expansion ratio is set to be larger than a compression ratio in a 4-cycle engine. According to such a mirror cycle engine, the amount of intake air is reduced and the pumping loss during the intake stroke is also reduced, so that there is an advantage that fuel efficiency can be improved without sacrificing engine output.

[0003] In the Miller cycle engine,
An intake valve early closing type that closes the intake valve before the piston reaches the bottom dead center during the intake stroke of the engine,
There is a late closing type in which the intake air once sucked into the cylinder is released from the intake valve or the exhaust valve by delaying the closing timing of the intake valve or opening the exhaust valve from the intake stroke to the compression stroke.

[0004] Fig. 11 is a Shiatsu diagram (PV diagram) schematically showing the operation process of the Miller cycle of the intake valve early closing type and a normal diesel cycle as described above. In the cycle (indicated by line b)
The hatched portion from the exhaust stroke to the intake stroke is a pumping loss. Therefore, thermal efficiency is degraded by this work (that is, fuel efficiency is degraded).

On the other hand, in the Miller cycle (indicated by line a), the intake valve closes before the piston reaches the bottom dead center, so that the intake air in the combustion chamber temporarily expands near the bottom dead center of the piston, The intake pressure becomes lower than the atmospheric pressure.
Then, after returning from this state to the stroke position where the intake valve is closed, the substantial compression stroke is started. Then, similarly to the Otto cycle and the diesel cycle shown in the figure, the fuel ignites near the top dead center and expands near the bottom dead center. Therefore, the expansion ratio becomes larger than the compression ratio, and the thermal efficiency is improved. Further, as shown in the figure, the pumping loss is also reduced.

However, in such an early closing type Miller cycle, the pressure in the combustion chamber becomes lower than the atmospheric pressure near the bottom dead center of the piston, and the intake air temperature decreases. As a result, the flammability may be reduced particularly when the engine is cold. Further, when the above-described Miller cycle is applied to a diesel engine in which the intake air is highly compressed and the fuel spontaneously ignites, the fuel may be incompletely burned with a decrease in the substantial compression ratio. It is not always appropriate to always operate in a Miller cycle.

Therefore, there is a technique in which a rotary valve is provided in an intake manifold on the upstream side of an intake valve and the opening / closing timing of the rotary valve is appropriately controlled to control the intake timing to switch between the Miller cycle and the Otto cycle. It has been proposed (Japanese Patent Laid-Open No. 61-10 / 1986)
No. 6918). Japanese Patent Publication No. 2-1133 and Japanese Patent Publication No. 3-31890 also disclose the same technology as described above.

By the way, conventionally, a compressed air release type braking device which controls the pressure state in a combustion chamber by opening and closing an exhaust valve at a timing different from a normal exhaust timing when an engine brake is used, thereby increasing the engine braking capability. Has also been developed. Hereinafter, the compressed air release type braking device will be described. As shown in FIGS. 12 to 14, the compressed air release type braking device of the four-valve engine 1 provided with two intake valves and two exhaust valves 4 is provided. It is provided above the cylinder head 2. The engine 1 is an overhead valve (OHV) type engine using a push rod 8, and a push rod 8 for opening and closing the intake valve and the exhaust valve 4 is disposed beside each cylinder. .

The push rod 8 of each of these cylinders
Among them, the exhaust-side push rod 8 of the first cylinder and the exhaust valve 4 of the third cylinder are connected via an oil passage 11. Further, also between the other cylinders, the exhaust-side push rod 8 of each cylinder and the exhaust valve 4 of the corresponding cylinder are connected via the oil passage 11. The connection between the respective exhaust-side push rods 8 and the respective exhaust valves 4 will be described later in detail.

FIGS. 13 and 14 show an oil passage 1 connecting an exhaust side push rod 8 of a first cylinder and an exhaust valve 4 of a third cylinder.
1 is a schematic cross-sectional view taken along the line 1, and shows cross-sectional views of cylinders that are different from each other on the left and right sides with respect to a center breaking line of the rocker arm 10.
The right side of the cylinder is a sectional view of the third cylinder. As shown in FIG. 13, the upper end of the exhaust side push rod 8 is in contact with the end of the exhaust side rocker arm 10 supported by the rocker shaft 6, while the lower end of the push rod 8 is connected to the crankshaft. Abuts on a cam (not shown) that is driven to rotate in accordance with the rotation of. Thereby, the push rod 8
Is reciprocated in the vertical direction in response to the rotation of the cam to swing the rocker arm 10.

The cylinder head 2 is provided with a valve bridge 5 which is in contact with the two exhaust valves 4, 4 and which can simultaneously open and close the exhaust valves 4, 4. Is in contact with the valve bridge 5 described above. Therefore, the exhaust valves 4 and 4 are driven to open and close according to the rocking of the rocker arm 10. As described above, the push rod 8 on the exhaust side of each cylinder and the exhaust valve 4 of the corresponding cylinder are connected via the oil passage 11. As shown in the figure, a first oil chamber 12a is formed at the end of each oil passage 11 on the push rod side.
A master piston 12b that can reciprocate in the oil passage 11 by being in contact with the push rod 8 is fitted into the first oil chamber 12a. In the drawings, reference numeral 20 denotes a combustion chamber, and reference numeral 21 denotes a piston.

A second oil chamber 13a is formed above one exhaust valve 4 of each cylinder.
3a is provided with a slave piston 13b that can reciprocate according to the oil pressure of the working oil supplied through the oil passage 11. The slave piston 13b connects the exhaust valve 4 to the rocker arm 1 through the operating rod 17.
It is driven independently of 0.

A check valve (control valve) 14 and a solenoid valve (solenoid valve) 15 are provided at the other end (right side in the figure) of the oil passage 11. It is connected to the ECU 16 as means. Further, a hydraulic oil supply unit (not shown) that can supply high-pressure hydraulic oil is provided in front of the electromagnetic valve 15.

Therefore, the solenoid valve 15 operates to operate the oil passage 1
When high-pressure hydraulic oil is supplied into the slave piston 1, the slave piston 1
Although a high oil pressure acts on 3b, the operating oil pressure is set to such a pressure that the slave piston 13b cannot be pushed down only by this operating oil pressure.
Further, the engine 1 is an in-line six-cylinder engine having first to sixth cylinders in order from the end of the cylinder row, and the ignition order of each cylinder is first, fifth, third, sixth, and sixth. They are set in the second and fourth order.

The connection state of the oil passage 11 is shown in FIG.
As shown in FIG. That is, the first, second, third,
For the first, second, fifth, and sixth cylinder-side first oil chambers 12a,
The second oil chamber 13a of each of the third, first, second, fifth, sixth, and fourth cylinders is connected. Since the conventional compressed air release type braking device is configured as described above, when operating the same, the solenoid valve 15 is operated by a control signal from the ECU 16 so that the high-pressure hydraulic oil from the hydraulic oil supply unit is supplied. The oil is supplied to each oil passage 11. At this time, the high-pressure hydraulic oil is supplied into the oil passage 11 via the above-described check valve, so that the inside of the oil passage 11 is maintained at a high pressure.

On the other hand, in the first oil chamber 12a, the master piston 12b is reciprocated by the exhaust-side push rod 8 to generate hydraulic pressure. Then, the oil pressure generated in the first oil chamber 12a and the oil pressure of the high-pressure hydraulic oil supplied from the hydraulic oil supply unit act on the slave piston 13b of the second oil chamber 13a, and according to this oil pressure (ie, , Master piston 1
The slave piston 13b and the operating rod 17 are driven (in response to the reciprocation of 2b).

The exhaust valve 4 is opened and closed at a timing different from the opening and closing timing of the rocker arm 10 in accordance with the operation of the slave piston 13b and the operating rod 17. Here, the timing of opening and closing the intake and exhaust valves 3 and 4 of each cylinder is illustrated in a time chart of FIG. In this time chart, the line a is the opening timing of the intake valve 3 and the line b is the exhaust valve 4
, The line c indicates the timing at which the exhaust valve 4 is opened by the compressed air release type braking device. The horizontal axis indicates the operation stroke of the piston 21, and TDC indicates the top dead center of the piston 21 in the first cylinder.

In FIG. 16, focusing on the first cylinder, the intake valve 3 is closed immediately after the piston 21 has passed through the bottom dead center, as in the normal case. Then, when the compressed air release type braking device is operating, the transition from the compression stroke to the expansion stroke is performed thereafter (that is, the piston 2 of the first cylinder).
Immediately after 1 has passed the top dead center), the slave piston 13b of the first cylinder is driven according to the operation of the exhaust-side push rod 8 of the second cylinder, and opens and closes the exhaust valve 4. Therefore, the air compressed to a high pressure state in the combustion chamber 20 by the piston 21 flows out of the exhaust valve 4.

Similarly, the exhaust valve 4 of the second cylinder is driven to open and close in accordance with the drive timing of the exhaust-side push rod 8 of the third cylinder.
Are driven to open and close according to the drive timing of the exhaust side push rod 8 of the first cylinder. Hereinafter, the same applies to the fourth to sixth cylinders. By operating the exhaust valve 4 in this manner, the engine braking force of the engine 1 is greatly improved. That is, FIG.
As shown in the figure, since the intake and exhaust valves 3 and 4 are both closed during the compression stroke, the reaction force of this compression force acts in a direction to hinder the operation of the piston 21, and this force is used as a normal engine braking force. Works.

Next, when shifting from the compression stroke to the expansion stroke, the oil passage 1 is operated by the action of the compressed air release type braking device.
Since the exhaust valve 4 opens according to the operation timing of the exhaust push rod 8 of the other cylinder connected at 1, the compressed intake air flows out to the exhaust port 4a via the exhaust valve 4. Therefore, the repulsive force of the intake air compressed in the compression stroke does not act on the piston 21, and no force for urging the piston 21 in the downward direction is generated (see FIG. 17B).

Further, after the compressed air is released, in the latter half of the expansion stroke, the exhaust valve 4 is closed, and the combustion chamber 20 is closed. Acts newly (see FIG. 17 (c))
It is. Since such a force and the braking force in the compression stroke continuously act on the piston 21, the engine braking ability is greatly increased.

Here, the engine 1 is a diesel engine in which fuel is injected into the combustion chamber 20 by a fuel injection pump, and is controlled so as not to perform fuel injection when the compressed air release type braking device is operated. You. On the other hand, when stopping the operation of the compressed air release type braking device, first, the electromagnetic valve 15 is driven to shut off the oil passage 11 (FIG. 14).
reference). As a result, the valve spring provided in the check valve urges the check valve downward in the drawing, and the oil pressure in the oil passage 11 is reduced by the stroke, and the supply of the high-pressure hydraulic oil is cut off.

When the operating oil in the oil passage 11 is in a low pressure state, the master piston 12b is driven upward by the urging means (flat spring) 19 and is separated from the exhaust side push rod 8. As a result, the exhaust valve 4 is driven only in response to the swing of the rocker arm 10, and the engine 1 is brought into a normal operation state.

[0024]

In the technology for switching between the Miller cycle and the Otto cycle (or the diesel cycle) as described above, it is necessary to newly provide a rotary valve or the like, and the mechanism around the valve operating system becomes complicated. Problem. On the other hand, as described above, the compressed air release type brake device performs the opening and closing operation of the exhaust valve 4 by using the operation of the push rod of another cylinder. If the Miller cycle can be performed using the configuration, a device that can easily switch between the normal diesel cycle and the Miller cycle without adding a complicated mechanism such as providing a rotary valve at the intake port is provided. can do.

Further, if the exhaust valve 4 is opened at a predetermined timing during the intake stroke using the above-described compressed air release type braking device, the exhaust gas from the exhaust port 4a is returned to the combustion chamber 20 again. This makes it possible to provide an EGR device having a simple structure. The present invention was devised based on such a viewpoint, and made it possible to easily switch between a diesel cycle and a Miller cycle by using the configuration of a conventional compressed air release type braking device. An object of the present invention is to provide a valve opening / closing control device and an engine valve opening / closing control device capable of realizing an EGR device with a simple structure using the configuration of a conventional compressed air release type braking device.

[0026]

According to a first aspect of the present invention, there is provided an engine valve opening / closing control device for opening / closing an intake port communicating with a combustion chamber of an internal combustion engine, and communicating with the combustion chamber. An exhaust valve that opens and closes an exhaust port, and is swingably supported by a support shaft disposed in a cylinder head of the internal combustion engine, one end of which is swingably driven by a cam mechanism, and the other end of which is swingably driven. In an internal combustion engine provided with an intake rocker arm and an exhaust rocker arm that abuts on the intake and exhaust valves to open and close the intake and exhaust valves, the intake of other cylinders is linked to the intake rocker arm or exhaust rocker arm of each cylinder. An interlocking mechanism for driving a valve or an exhaust valve, and switching means for switching the interlocking mechanism between an operating state and a stopped state, wherein the interlocking mechanism operates the intake rocker arm or the exhaust rocker arm. It is configured so that the switching of the combustion cycle Miller cycle at the intake valve of the cylinder corresponding to the suction stroke end or the exhaust valve by delaying the compression start of opening to the combustion chamber, the internal combustion engine is in the high speed and low load region At this time, a control means for controlling the switching means so as to bring the interlocking mechanism into an operating state is provided.

Further, in addition to the above Symbol claim 1,
The interlocking mechanism is provided at one end of an intake rocker arm or an exhaust rocker arm of each cylinder, and includes a first oil chamber and a first piston inserted into the first oil chamber. A hydraulic pressure generating unit that can generate a hydraulic pressure by sliding the first piston in the first oil chamber in response to the swing of the exhaust rocker arm, and the other end of the exhaust rocker arm or the intake rocker arm of each cylinder And a second oil chamber which is connected to the first oil chamber of another cylinder via an oil passage, and which is inserted into the second oil chamber and which is oil-pressured by the oil pressure generating unit. And a drive unit that can drive the exhaust valve or the intake valve via the second piston. The switching means is provided in the oil passage. The solenoid valve is controlled to control the oil A hydraulic oil supply unit provided separately from the generating unit communicates with the first oil chamber and the second oil chamber to supply hydraulic oil at a predetermined pressure, and the control unit controls an operating state of the internal combustion engine. The operation of the solenoid valve is controlled based on information from operating state detecting means for detecting the state of the engine. A configuration may be adopted in which hydraulic oil is supplied to the first oil chamber and the second oil chamber (aspect 1).

In the first aspect, the hydraulic pressure generating section is disposed on one end side of the intake rocker arm, and the internal combustion engine is arranged in the first, second, and second order from the cylinder row end.
An in-line six-cylinder internal combustion engine having third, fourth, fifth, and sixth six cylinders, and the ignition order of each cylinder is set to first, fifth, third, sixth, second, and fourth cylinders. , And the oil passages allow the oil pressure generating portions of the first, second, third, fourth, fifth, and sixth cylinders to be connected to the fourth, sixth, fifth, second, and first cylinders. , configured so that the said drive part of the third cylinder are connected
(Aspect 2).

In the first aspect, the hydraulic pressure generating portion is disposed on one end side of the exhaust rocker arm, and the internal combustion engine is arranged in the first, second, and second order from the end of the cylinder row.
An in-line six-cylinder internal combustion engine having third, fourth, fifth, and sixth six cylinders, and the ignition order of each cylinder is set to first, fifth, third, sixth, second, and fourth cylinders. The oil passages are set by the oil passages, the hydraulic pressure generating portions of the first, second, third, fourth, fifth, and sixth cylinders, and sixth, fifth, fourth, third, and third cylinders. 2,
Configured to so that is connected with the drive portion of the first cylinder, respectively
(Aspect 3).

[0030]

[0031]

[0032]

[0033]

In the engine valve opening / closing control apparatus according to the first aspect of the present invention, when it is determined that the internal combustion engine is in the high-speed low-load region, the control means controls the switching means. As a result, the switching means switches the interlocking mechanism from the stop state to the operating state, and the interlocking mechanism enters the operating state.

Then, an intake valve or an exhaust valve of another cylinder is driven in conjunction with an intake rocker arm or an exhaust rocker arm of each cylinder by an interlocking mechanism. Then, the intake rocker arm or the intake valve or an exhaust valve of the cylinder corresponding to the suction stroke end is opened during operation of the exhaust rocker arm is as compression start of the combustion chamber is delayed, real compression ratio is reduced
Thus, the combustion cycle is switched to the Miller cycle.
In the first aspect, the interlocking mechanism includes the hydraulic pressure generating unit and the driving unit. In the hydraulic pressure generating unit, the first oil chamber provided at one end of the intake rocker arm or the exhaust rocker arm of each cylinder has the first oil chamber. Oil pressure is generated by the sliding of the piston. The first piston is driven by the intake rocker arm or the exhaust rocker arm.

The solenoid valve provided in the oil passage acts as a switching means, and is controlled so that a hydraulic oil supply unit provided separately from the hydraulic pressure generation unit, the first oil chamber and the second oil chamber are provided. It communicates with the oil chamber. When the control means determines that the internal combustion engine is in the high-speed low-load range based on information from the operation state detection means for detecting the operation state of the internal combustion engine, the control means controls the operation of the solenoid valve, and The hydraulic oil is supplied to the first oil chamber and the second oil chamber by controlling the solenoid valve as an open state.

Thus, in the drive section provided at the other end of the exhaust rocker arm or the intake rocker arm of each cylinder, the second piston is driven by the action of the hydraulic pressure from the hydraulic pressure generating section, and the exhaust is performed at the end of the intake stroke. By driving a valve or an intake valve, a substantial compression stroke is shortened. In the above aspect 2 , the internal combustion engine is an in-line six-cylinder internal combustion engine having first, second, third, fourth, fifth, and sixth six cylinders in order from the end of the cylinder row. Ignite in the first, fifth, third, sixth, second, and fourth order.

Then, the first, second, third, fourth, fifth and fifth
Hydraulic pressure generating units disposed on one end side of the intake rocker arm of each of the sixth cylinders have fourth, sixth, fifth, second, first and third hydraulic pressure generating units.
Connected to the drive unit of the cylinder. Further, the first, second, third, fourth, fifth and sixth intake rocker arms are connected to the fourth and fourth rocker arms.
It operates at the end of the intake stroke of each of the sixth, fifth, second, first, and third cylinders. In this device, the fourth, sixth, fifth, second, first, and third intake valves or exhaust valves are driven by the operating oil pressure generated by the operation of each of the rocker arms, and the compression of the combustion chamber is started. Will be delayed.

In the above aspect 3 , the internal combustion engine is an in-line six-cylinder internal combustion engine having first, second, third, fourth, fifth, and sixth six cylinders in order from the end of the cylinder row. Then, each cylinder fires in the order of the first, fifth, third, sixth, second and fourth. The hydraulic pressure generation units disposed on one end side of the exhaust rocker arms of the first, second, third, fourth, fifth, and sixth cylinders are sixth, fifth, fourth, and third hydraulic cylinders. , And second and first cylinders.

The first, second, third, fourth, fifth, and sixth exhaust rocker arms are provided with sixth, fifth, fourth, third, and third exhaust rocker arms.
It operates at the end of the intake stroke of each of the second and first cylinders. Then, the present device uses the operating hydraulic pressure generated by the operation of each of the rocker arms to generate the sixth, fifth, fourth, third, second, and second rockers.
The first intake valve or the exhaust valve is driven to delay the start of compression of the combustion chamber.

[0040]

[0041]

[0042]

[0043]

[0044]

[0045]

Embodiments of the present invention will be described below with reference to the drawings. (A) Description of First Embodiment First, an engine valve opening / closing control device according to a first embodiment of the present invention will be described. FIG. 1 is a schematic diagram showing the configuration, and FIG. 3 and 4 are schematic cross-sectional views each showing a main part of the structure, FIG. 5 is a finger pressure diagram schematically showing the operation process, and FIG. 6 is a lift of the intake and exhaust valves. It is a figure for explaining a timing and a lift.

The engine valve opening / closing control device of the present invention is basically configured in the same manner as the compressed air release type brake device shown in FIGS. That is, as shown in FIG. 3 and FIG. 4, the present apparatus is configured to open and close the intake valves 3 and 3 so that the combustion chamber 20 communicates with the intake port 3a. It is provided above the head 2. The engine 1 is an overhead valve (OHV) type diesel engine using a push rod 7, and a push rod 7 for opening and closing the intake valve 3 is disposed beside each cylinder. Further, the intake side push rod 7 and the intake valve 3 between the different cylinders are different.
Are connected via an interlocking mechanism 30 described later.

As shown in FIGS. 3 and 4, the upper end of the intake side push rod 7 is in contact with the end of the intake side rocker arm 9 supported by the rocker shaft 6, while The lower end of the rod 7 is in contact with a cam (not shown) that is driven to rotate in accordance with the rotation of the crankshaft. As a result, the push rod 7 reciprocates in the vertical direction according to the rotation of the cam, and rocks the rocker arm 9.

The cylinder head 2 is provided with a valve bridge 5 which comes into contact with the two intake valves 3 and 3 and can open and close these intake valves 3 and 3 at the same time. It is in contact with the valve bridge 5. Therefore, the intake valves 3 and 3 are driven to open and close according to the rocking motion of the rocker arm 9. Now, as mentioned above,
The push rod 7 on the intake side of each cylinder and the intake valve 3 of the corresponding cylinder are connected via an interlocking mechanism 30. The interlocking mechanism 30 is mainly used for the oil passage (oil passage) 11.
, A hydraulic pressure generating unit 12 and a driving unit 13.

As shown in FIGS. 3 and 4, the first oil chamber 12 is provided at the end of each oil passage 11 on the intake side push rod 7 side.
a and a master piston 12b are formed, and an upper part of one intake valve 3 of each cylinder is
A drive unit 13 including a second oil chamber 13a and a slave piston 13b is provided. This master piston 12b
Abuts on the push rod 7 and reciprocates in the first oil chamber 12a.
b is configured to reciprocate in the second oil chamber 13a according to the oil pressure of the working oil supplied to the second oil chamber 13a via the oil passage 11.

Further, a check valve (control valve) 14 and a solenoid valve (solenoid valve) 15 as switching means are provided at the other end (right side in the figure) of the oil passage 11. Reference numeral 15 is connected to an ECU 16 as control means. Further, a hydraulic oil supply unit (not shown) capable of supplying high-pressure hydraulic oil is provided in front of the solenoid valve 15.

Therefore, the solenoid valve 15 is operated to operate the oil passage 1
When high-pressure hydraulic oil is supplied into the slave piston 1, the slave piston 1
Although a high oil pressure acts on 3b, the operating oil pressure is set to such a pressure that the slave piston 13b cannot be pushed down only by this operating oil pressure.
Further, the engine 1 is an in-line six-cylinder engine having first to sixth cylinders in order from the end of the cylinder row, and the ignition order of each cylinder is first, fifth, third, sixth, and sixth. They are set in the second and fourth order.

The present device is constructed in substantially the same manner as the conventional compressed air release type braking device up to the above-mentioned portions, but the following portions are configured differently from the conventional compressed air release type braking device. ing. That is, the connection state of the oil passage 11 is as shown in FIG. 1, and the hydraulic pressure generation unit 12 of the first, second, third, fourth, fifth, and sixth cylinders is 4th, 6th, 5th, 2nd, 1st
The third drive units 13 are connected to each other.

Further, the vehicle on which the engine 1 is mounted is provided with various sensors capable of detecting the load of the engine 1, the engine speed, the depression amount of the throttle pedal, the intake air temperature, and the like. From the kind, engine 1
Operating state detecting means 18 (see FIGS. 3 and 4) for detecting the operating state of the vehicle. In addition, the ECU 16 controls the engine 1 based on information from the operating state detecting means 18.
When it is determined that the operation state of the solenoid valve is in the high rotation and low load region, the operation of the solenoid valve 15 is controlled to open it,
1 is supplied with high-pressure hydraulic oil to operate the present apparatus.

Thus, the operation cycle of the engine 1 can be switched from the normal diesel cycle to the Miller cycle. The engine valve opening / closing control device according to the first embodiment of the present invention is configured as described above.
, The internal combustion engine can be switched between the Miller cycle and the diesel cycle.

That is, when the engine 1 is in the high-speed, low-load region, as shown in FIG. The oil is supplied to the oil passage 11. At this time, the high-pressure hydraulic oil is supplied into the oil passage 11 via the above-described check valve 14, so that the inside of the oil passage 11 is maintained at a high pressure. on the other hand,
In the hydraulic pressure generation unit 12, the master piston 12b is reciprocated by the intake side push rod 7 to generate a hydraulic pressure.
Then, the hydraulic pressure generated in the first oil chamber 12a and the hydraulic pressure of the high-pressure hydraulic oil supplied from the hydraulic oil supply unit are equal to the second hydraulic chamber 1.
Acts on the slave piston 13b of 3a to drive the slave piston 13b and the operating rod 17, and according to the operation of the slave piston 13b and the operating rod 17,
The intake valve 3 is opened and closed at a timing different from the opening and closing timing by the rocker arm 9.

Here, the opening / closing timing of the intake valve 3 and the exhaust valve of each cylinder will be described with reference to a time chart shown in FIG. In this time chart, line a indicates the timing of opening the intake valve 3, line b indicates the timing of opening the exhaust valve, and line c indicates the timing of opening the intake valve by the present apparatus. The horizontal axis indicates the operation stroke of the piston 21, and TDC indicates the top dead center of the piston 21 in the first cylinder.

In FIG. 2, focusing on the first cylinder, during the intake stroke, the intake valve 3 starts to open just before the top dead center of the piston 21 as in the normal case.
Due to the action of 3b, the intake valve 3 is not closed immediately after the piston 21 has passed through the bottom dead center, but is closed at a timing delayed by a predetermined time. That is, immediately after the piston 21 of the first cylinder passes the bottom dead center (that is, at the end of the intake stroke of the first cylinder).
Corresponds to the intake stroke in the fifth cylinder,
According to the operation of the intake side push rod 7 of the fifth cylinder, the first
The master piston 12b is driven upward in the oil chamber 12a to generate a hydraulic pressure in the first oil chamber 12a. Then, this hydraulic pressure acts in the second oil chamber 13a of the first cylinder to delay the closing timing of the intake valve 3 of the first cylinder.

Similarly, the intake valve 3 of the second cylinder is opened and closed in accordance with the drive timing of the intake push rod 7 of the fourth cylinder in addition to the swing of the rocker arm on the intake side. The intake valves 3 of the three cylinders are opened and closed in accordance with the drive timing of the intake push rod 7 of the sixth cylinder in addition to the swing of the intake rocker arm. Hereinafter, the same applies to the fourth to sixth cylinders.

By operating the intake valve 3 in this manner, as shown in FIG. 6, the closing timing of the intake valve 3 of each cylinder is delayed, and the substantial compression stroke is shortened from the expansion stroke. Can be. That is, it is possible to realize a mirror cycle of the intake valve late closing type. That is, as shown by the line a in the acupressure diagram of FIG.
Is open, a part of the intake air once sucked into the combustion chamber 20 flows out to the intake port 3a via the intake valve 3, and during this time, the intake air is not compressed and the pressure does not increase.

When the intake air flows out of the intake valve 3, the intake valve 3 itself becomes a flow path resistance. Therefore, it is conceivable that the intake pressure slightly increases during this period, but this is negligible. Things. Then, a substantial compression stroke is started from this state. Then the diesel cycle (line b)
), The piston 21 ignites near the top dead center, and the piston 21 descends to the vicinity of the bottom dead center. Therefore, the expansion ratio becomes a mirror cycle larger than the substantial compression ratio, and the thermal efficiency is improved.

Furthermore, such a Miller cycle engine has the advantage that the pumping loss is reduced by the area shown by the hatched portion in FIG. On the other hand, when the ECU 16 determines that the operating state of the engine 1 is outside the high-speed low-load region based on the information from the operating state detecting means 18, the solenoid valve 15 is controlled again to switch from the Miller cycle to the diesel cycle. .

In this case, first, as shown in FIG.
The electromagnetic valve 15 is driven to shut off the oil passage 11. As a result, the valve spring 14a provided on the check valve 14 urges the check valve 14 downward in the figure, and the supply of the high-pressure hydraulic oil is interrupted. At this time, high-pressure hydraulic oil remains in the oil passage 11, but a part of this hydraulic oil is formed in a gap between the first hydraulic chamber 12a and the master piston 12b or between the second hydraulic chamber 13a and the slave piston 13b. Leakage occurs from the gap, resulting in a low pressure state.

When the operating oil in the oil passage 11 is in a low pressure state, the master piston 12b is driven upward by the urging means (flat spring) 19 and is separated from the exhaust side push rod 8, thereby. The intake valve 3 is driven only in response to the swing of the rocker arm 10. Therefore, the intake valve 3 is driven to open and close only in response to the rocking of the rocker arm 10, and the engine 1 is brought into an operating state based on a normal diesel cycle.

The reason for switching to the Miller cycle only when the operating state of the engine 1 is in the high rotation and low load range is as follows. That is, since the engine 1 is a self-ignition type diesel engine and requires a high compression ratio for igniting fuel, the Miller cycle operation that lowers the actual compression ratio when the engine 1 is running at a low speed or a high load. Is not suitable.

Therefore, in this device, the operation state is set to the normal diesel cycle operation except in the high rotation and low load range,
In the high-rotation, low-load region, the operation is switched to the mirror cycle. As described above, since the engine valve opening / closing control device of the present invention is basically configured by using the configuration of the conventional compressed air release type braking device, it is possible to use a complicated mechanism near the intake port 3a. Thus, it is possible to provide a device for switching between the Miller cycle and the diesel cycle relatively easily. Further, this makes it possible to provide the device at low cost.

Further, since the present apparatus is disposed above the cylinder head 2 of the engine 1, there is an advantage that space efficiency and maintainability are excellent. Furthermore, by assembling the compressed air release type braking device and this device and assembling either of the assemblies to the engine 1, it is not necessary to use a dedicated engine body, and the engine can be shared. Can be. Further, there is an advantage that the engine 1 having different functions can be easily produced while the engine body is made common.

Next, a description will be given of an engine valve opening / closing control device as a modification of the first embodiment. In this variation,
The drive unit 13 described above is provided not on the intake valve 3 side but on the upper portion on the exhaust valve side.
The configuration is the same as that of the embodiment. That is, the first, second, third, fourth, fifth, and sixth cylinders include a hydraulic pressure generator 12 provided on the intake push rod 7 side, and a fourth, sixth, and sixth hydraulic cylinder.
The drive units 13 provided on the exhaust valve side of the fifth, second, first, and third cylinders are connected by oil passages 11 (see FIG. 1).

During the Miller cycle operation, the air sucked by the intake valve 3 is discharged to the exhaust port by opening the exhaust valve to lower the actual compression ratio. In the first embodiment described above, the intake valve 3 is opened again by the slave piston 13b when the intake valve 3 is about to be closed (the latter half of the intake stroke). 3 (especially the valve stem of the intake valve 3) is relatively large,
Preferably, it is desired to switch between the Miller cycle and the diesel cycle without applying such stress. Therefore, in this modified example, the exhaust valve in a rest state is driven to open during the intake stroke, and the intake air is discharged from the exhaust valve.

The engine valve opening / closing control device as a modification of the first embodiment of the present invention is configured as described above.
Based on the detection information from the operating state detecting means 18, the ECU 1 determines that the operating state of the engine 1 is in the high rotation and low load range.
When the ECU 6 determines, the ECU 16 switches the engine 1 to the Miller cycle by controlling the solenoid valve 15.

Here, the opening / closing timing of the intake valve 3 and the exhaust valve will be described with reference to the time chart of FIG.
First, focusing on the first cylinder, during the intake stroke, the intake valve 3 starts opening just before the top dead center of the piston 21 as in the normal case,
Although the piston 21 is closed after passing through the bottom dead center, the exhaust valve is opened for a predetermined time at the end of the intake stroke. That is, when the piston 21 of the first cylinder is near the bottom dead center (that is, at the end of the intake stroke of the first cylinder), it corresponds to the intake stroke of the fifth cylinder, and at this time, the intake side of the fifth cylinder A hydraulic pressure is generated in the first oil chamber 12a according to the operation of the push rod 7. This hydraulic pressure is applied to the second oil chamber 13a of the first cylinder.
To drive the slave piston 13b,
The exhaust valve of the cylinder is driven. The same applies to the second to sixth cylinders.

By operating the solenoid valve 15, the mirror cycle and the diesel cycle can be easily switched. By operating the exhaust valve in this manner, the substantial compression stroke can be shortened compared to the expansion stroke. That is, a late-closing intake valve Miller cycle can be realized, and the thermal efficiency of the engine 1 is improved.

Further, when the exhaust valve is in the rest state, the exhaust valve is driven to open using the slave piston 13b to discharge air, so that the stress applied to the intake valve 3 and the exhaust valve can be reduced. . In addition, such a Miller cycle engine 1 has an advantage that the pumping loss is reduced as compared with a normal diesel cycle, so that fuel efficiency is also improved.

Further, since the brake system is basically constructed using the structure of the conventional compressed air release type braking system, the Miller cycle and the diesel engine can be relatively easily performed without using a complicated mechanism near the intake port 3a. An apparatus for switching between cycles can be provided. Further, this makes it possible to provide the device at low cost. In addition, this device
Since it is arranged above the cylinder head 2 of the engine 1,
It has the advantage of being excellent in space efficiency and maintainability.

Further, the conventional compressed air release type braking device or the present device is assembled into a single unit, and either one of the assemblies is assembled into the engine 1, so that there is no need to use a dedicated engine body. Can be shared. Another advantage is that engines having different functions can be produced while the engine main body is made common.

(B) Description of Second Embodiment Next, an engine valve opening / closing control device according to a second embodiment of the present invention will be described. FIG. 7 is a schematic diagram showing the configuration, and FIG. It is a time chart for explaining operation simply. The engine valve opening / closing control device according to the second embodiment is configured substantially similarly to the device according to the first embodiment.
It differs from the first embodiment only in the following points.

That is, as shown in FIG.
0 is connected to the exhaust push rod 8 instead of the intake push rod 7, and the master piston 12 b (see FIGS. 3 and 4) adjusts the valve drive timing of the exhaust push rod 8. It reciprocates accordingly to generate a predetermined oil pressure. Further, each oil passage 11 connects the drive unit 13 and the hydraulic pressure generation unit 12 between two cylinders in which the timing corresponding to the last stage of the intake stroke and the timing of generating the hydraulic pressure are synchronized.

That is, the connection state of each oil passage 11 is provided on the exhaust push rod 8 side of the first, second, third, fourth, fifth and sixth cylinders as shown in FIG. The hydraulic pressure generating unit 12 and the driving units 13 provided on the intake valve 3 side of the sixth, fifth, fourth, third, second, and first cylinders are connected by oil passages 11, respectively. It is. The second embodiment has the same configuration as the first embodiment except for the above.

The engine valve opening / closing control device according to the second embodiment of the present invention is configured as described above.
By controlling the operation of the solenoid valve 15, the engine 1 can be switched between the Miller cycle and the diesel cycle. Here, the opening / closing timing of the intake valve 3 and the exhaust valve of each cylinder will be described with reference to the time chart of FIG. In FIG. 8, focusing on the first cylinder,
During the intake stroke, the intake valve 3 is set to the piston 21 in the same manner as during normal operation.
Starts to open just before top dead center, but slave piston 13b
The intake valve 3 is not closed immediately after the piston 21 has passed through the bottom dead center due to the action described above, but is closed at a timing delayed by a predetermined time.

That is, immediately after the piston 21 of the first cylinder has passed the bottom dead center (ie, at the end of the intake stroke of the first cylinder).
Corresponds to the exhaust stroke in the sixth cylinder,
According to the operation of the exhaust side push rod 8 of the sixth cylinder, the first
Oil pressure is generated in the oil chamber 12a. This hydraulic pressure acts in the second oil chamber 13a of the first cylinder to drive the slave piston 13b, thereby delaying the closing timing of the intake valve 3 of the first cylinder.

Similarly, the intake valve 3 of the second cylinder is driven to open and close according to the drive timing of the exhaust push rod 8 of the fifth cylinder in addition to the swing of the rocker arm 9 on the intake side. The intake valve 3 of the third cylinder is driven to open and close according to the drive timing of the exhaust push rod 8 of the fourth cylinder in addition to the swing of the intake rocker arm 9. Hereinafter, the same applies to the fourth to sixth cylinders.

Similarly to the first embodiment, when the ECU 16 determines that the operating state of the engine 1 is outside the high-speed low-load range based on the information from the operating state detecting means 18, the solenoid valve 15 is controlled again. Then, the operation is switched from the Miller cycle to the diesel cycle. The operation in this case is the same as that of the first embodiment, and the description is omitted. Therefore, the engine valve opening / closing control device according to the second embodiment of the present invention has the same effects as the first embodiment.

That is, by operating the intake valve 3 as described above, the closing timing of the intake valve 3 of each cylinder is delayed, and the substantial compression stroke can be shortened from the expansion stroke. That is, a late-closing intake valve Miller cycle can be realized, and the thermal efficiency of the engine 1 is improved. In addition, such a mirror cycle engine 1
Therefore, there is an advantage that the pumping loss is reduced with respect to a normal diesel cycle, so that fuel efficiency is also improved.

Since this device is basically configured using the structure of the conventional compressed air release type braking device, it is relatively simple without using a complicated mechanism near the intake port 3a. An apparatus for switching between a mirror cycle and a diesel cycle can be provided. In addition, there is an advantage that the present apparatus can be provided at low cost.

Further, since the present apparatus is disposed above the cylinder head 2 of the engine 1, there is an advantage that space efficiency and maintainability are excellent. Further, the compressed air release type braking device or the present device is assembled, and either one of the assemblies is assembled to the engine 1, so that the engine 1 does not need to be dedicated to each engine, and the engine 1 can be shared. be able to. Another advantage is that engines having different functions can be produced while the engine main body is made common.

Next, an engine valve opening / closing control device as a modification of the second embodiment will be described. In this variation,
The above-described drive unit 13 is provided at the upper portion on the exhaust valve side, and all other components are configured in the same manner as the second embodiment. That is, in this modified example, the exhaust push rods 8 of the first, second, third, fourth, fifth, and sixth cylinders are used.
The side and the exhaust valve side of the sixth, fifth, fourth, third, second, and first cylinders are connected by an oil passage 11 (see FIG. 7).

During the Miller cycle operation, the air sucked by the intake valve 3 is discharged to the exhaust port by opening the exhaust valve to lower the substantial compression ratio. By the way, in the second embodiment described above, similarly to the first embodiment, when the intake valve 3 is about to be closed (the latter half of the intake stroke), the slave piston 13b drives the intake valve 3 to open again. In such an operation state, the stress applied to the intake valve 3 (particularly, the valve stem of the intake valve 3) is relatively large. Preferably, it is desired to switch between the Miller cycle and the diesel cycle without applying such stress. Therefore, in this modified example, the exhaust valve in a rest state is driven to open during the intake stroke, and the intake air is discharged from the exhaust valve.

The engine valve opening / closing control device as a modification of the second embodiment of the present invention is configured as described above.
For example, by controlling the solenoid valve 15, the internal combustion engine can be switched between the Miller cycle and the diesel cycle. Here, the opening / closing timing of the intake / exhaust valve 3 and the exhaust valve will be described with reference to the time chart of FIG.
First, focusing on the first cylinder, during the intake stroke, the intake valve 3 starts opening just before the top dead center of the piston 21 as in the normal case,
The piston 21 is closed after passing through the bottom dead center, while the exhaust valve is opened for a predetermined time at the end of the intake stroke.

That is, when the piston 21 of the first cylinder is near the bottom dead center (ie, at the end of the intake stroke of the first cylinder).
Corresponds to the exhaust stroke in the sixth cylinder,
According to the operation of the exhaust side push rod 8 of the sixth cylinder, the first
Oil pressure is generated in the oil chamber 12a. Then, this hydraulic pressure acts on the second oil chamber 13a of the first cylinder, and the slave piston 1
By driving 3b, the exhaust valve of the first cylinder is driven.

Similarly, the exhaust valve of the second cylinder is opened and closed according to the drive timing of the exhaust push rod 8 of the fifth cylinder in addition to the swing of the exhaust rocker arm 9. The exhaust valves of the three cylinders are opened and closed in accordance with the drive timing of the exhaust-side push rod 8 of the fourth cylinder in addition to the swing of the exhaust-side rocker arm 9. Hereinafter, the same applies to the fourth to sixth cylinders.

By operating the solenoid valve 15, the mirror cycle and the diesel cycle can be easily switched. Therefore, by operating the exhaust valve in this manner, the substantial compression stroke can be shortened compared to the expansion stroke, and a late-closing intake valve Miller cycle can be realized. Thus, the thermal efficiency of the engine 1 is improved.

Further, when the exhaust valve is in a rest state, the exhaust valve is driven to open using the slave piston 13b to discharge air, so that the stress applied to the intake valve 3 and the exhaust valve can be reduced. . Further, in such a Miller cycle engine 1, the pumping loss is reduced as compared with a normal diesel cycle, so that the fuel efficiency is also improved.

Further, since the brake system is basically constructed using the structure of the conventional compressed air release type braking system, the Miller cycle and the diesel engine can be relatively easily performed without using a complicated mechanism near the intake port 3a. An apparatus for switching between cycles can be provided. Further, this makes it possible to provide the device at low cost. In addition, this device
Since it is arranged above the cylinder head 2 of the engine 1,
It has the advantage of being excellent in space efficiency and maintainability.

Furthermore, the conventional compressed air release type braking device or the present device is assembled into a single unit, and either one of the assemblies is assembled into the engine 1, thereby eliminating the need to use a dedicated engine body. Can be shared. Another advantage is that engines having different functions can be produced while the engine main body is made common.

In each of the above-described first and second embodiments,
Although only the case of an in-line six-cylinder engine in which the ignition order of each cylinder is set to the first, fifth, third, sixth, second and fourth order has been described, the operation of the valve train of one cylinder is Synchronously, if the valve train can be operated at such a timing that the start of compression of the combustion chamber of the cylinder corresponding to the end of the intake stroke is delayed, other multi-cylinder engines as well as the in-line six-cylinder engine described above can be used. It can be widely applied to multi-cylinder engines of other ignition orders.

(C) Description of Third Embodiment Next, an engine valve opening / closing control device according to a third embodiment of the present invention will be described. FIG. 9 is a schematic diagram showing the configuration, and FIG. It is a time chart for explaining operation simply. The engine valve opening / closing control device of the third embodiment is also configured substantially in the same manner as the first and second embodiments described above, and is different from the first and second embodiments in the oil passage of the interlocking mechanism 30. Only the eleven connection modes are different.

That is, as shown in FIG.
0 is connected to the exhaust push rod 8, and the master piston 12b (see FIGS. 3 and 4).
Reciprocates according to the valve drive timing of the exhaust push rod 8 to generate a predetermined oil pressure. Each oil passage 11 connects the drive unit 13 and the hydraulic pressure generation unit 12 between the two cylinders such that the timing at which the hydraulic pressure is generated by the hydraulic pressure generation unit 12 and the timing corresponding to the intake stroke are synchronized. .

Therefore, as shown in FIG. 9, the connection state of each oil passage 11 is the first, second, third, fourth, fifth, sixth
, The second, third, first, sixth,
The drive units 13 of the fourth and fifth cylinders are connected to the oil passage 1 respectively.
1 are connected. In the third embodiment, when the ECU 16 determines that the engine 1 is operating in a region where exhaust gas should be recirculated based on detection information from various sensors (not shown), the ECU 16 controls the solenoid valve 15. To operate this device.

The third embodiment has the same configuration as the first and second embodiments except for the above. Since the engine valve opening / closing control device according to the third embodiment of the present invention is configured as described above, for example, by controlling the operation of the solenoid valve 15, this device can be used as an EGR device (exhaust gas recirculation device). ).
That is, when the ECU 16 determines that the engine 1 is operating in the region where the exhaust gas should be recirculated,
The ECU 16 controls the solenoid valve 15 to supply high-pressure hydraulic oil to the oil passage 11.

On the other hand, the opening / closing timing of the intake valve 3 and the exhaust valve of each cylinder at this time is as shown in the time chart of FIG. First, focusing on the first cylinder in FIG. 10, during the intake stroke of the first cylinder, the intake valve 3 starts opening just before the top dead center of the piston 21 as in the normal case, and the piston 21 moves to the bottom dead center. Immediately after passing, the intake valve 3 is closed, and the intake stroke ends.

However, during this intake stroke, the exhaust valve is driven to the open state together with the intake valve 3 for a predetermined time. That is, during the intake stroke of the first cylinder,
In the cylinder, this corresponds to the exhaust stroke. At this time, the hydraulic pressure generating unit 1 is operated in accordance with the operation of the exhaust side push rod 8 of the third cylinder.
2 produces hydraulic pressure. Then, the driving unit 1 is operated by the hydraulic pressure.
3 operates to drive the exhaust valve of the first cylinder for a predetermined time.

Therefore, in each cylinder, the exhaust gas discharged to the exhaust port in the previous exhaust stroke is returned to the combustion chamber 20 again, and the combustion of the fuel becomes slow. As a result, the maximum combustion temperature in the combustion chamber 20 decreases and NOx
Can be reduced. Also, Engine 1
If the ECU 16 determines that the operation state of the ECU 16 is not particularly in the area where the exhaust gas should be recirculated, the ECU 16
5 to cut off the supply of high-pressure hydraulic oil to the oil passage 11.
Thus, the engine 1 is operated in a normal cycle.

As described above, since the present device is basically configured using the configuration of the conventional compressed air release type braking device, it is possible to provide an EGR device at a relatively simple and low cost. There are advantages. Further, control of turning on / off the EGR device can be easily performed. Further, since this device is disposed above the cylinder head 2 of the engine 1, there is an advantage that the device is excellent in space efficiency and maintainability.

Further, by assembling the compressed air release type braking device or the present device and assembling either one of the assemblies into the engine 1, it is not necessary to specialize the engine body, and the engine 1 Commonality can be achieved. Another advantage is that engines having different functions can be produced while the engine main body is made common.

In each of the embodiments described above, only the case where the present invention is applied to an OHV engine is described. However, the present apparatus is not applicable only to an OHV engine, and may be applied to, for example, an OHC engine. Can be. Further, in each of the embodiments described above, only the case of the in-line six-cylinder engine in which the ignition order of each cylinder is set in the order of the first, fifth, third, sixth, second and fourth cylinders has been described. If the engine that operates the valve train of the other cylinder at the timing synchronized with the intake stroke of the other cylinder is not limited to the in-line six-cylinder engine as described above, other multi-cylinder engines and other ignition sequences may be used. It can be widely applied to multi-cylinder engines.

[0105]

As described above in detail, according to the engine valve opening / closing control device of the present invention, the intake valve for opening and closing the intake port communicating with the combustion chamber of the internal combustion engine, An exhaust valve that opens and closes an exhaust port that communicates with the engine, and an exhaust valve that is swingably supported by a support shaft disposed on a cylinder head of the internal combustion engine, one end of which is swingably driven by a cam mechanism, and In an internal combustion engine having an intake rocker arm and an exhaust rocker arm for driving the opening and closing of the intake and exhaust valves by contacting the intake and exhaust valves, the other cylinders are linked to the intake rocker arm or the exhaust rocker arm of each cylinder. An interlocking mechanism for driving the intake valve or the exhaust valve of the above, and switching means for switching the interlocking mechanism between an operating state and a stopped state, wherein the interlocking mechanism is provided for the intake rocker arm or the exhaust rocker arm. By opening the intake valve or an exhaust valve of the cylinder corresponding to the suction stroke end during the dynamic delay the compression start the combustion chamber is configured so that the switching of the combustion cycle Miller cycle, the internal combustion engine at high speed and low load region At one time, a configuration is provided in which control means for controlling the switching means is provided so as to bring the interlocking mechanism into an operating state, so that the mirror cycle and the diesel engine can be relatively simply and at low cost without using a complicated mechanism. An apparatus for switching between cycles can be provided. Thereby, the fuel efficiency of the internal combustion engine can be improved.

Further, by configuring the present apparatus using the structure of a conventional compressed air release type braking apparatus, a highly reliable apparatus can be provided. Further, in addition to the configuration of the upper Symbol claim 1, wherein the interlocking mechanism is provided at one end of the intake rocker arm or exhaust rocker arm of each cylinder, it is inserted into the first oil chamber and the first oil chamber A hydraulic pressure generating unit, comprising: A second oil chamber, which is disposed at the other end of the exhaust rocker arm or the intake rocker arm of each cylinder, communicates with the first oil chamber of another cylinder via an oil passage, and is fitted into the second oil chamber. A second piston slidable in the second oil chamber by the hydraulic pressure from the hydraulic pressure generating unit, and a driving unit capable of driving the exhaust valve or the intake valve via the second piston. The switching means is an electromagnetic valve provided in the oil passage. By controlling the solenoid valve, the hydraulic oil supply unit provided separately from the hydraulic pressure generation unit communicates with the first oil chamber and the second oil chamber to supply hydraulic oil at a predetermined pressure. Controlling the operation of the solenoid valve based on information from operating state detecting means for detecting the operating state of the internal combustion engine,
When it is determined that the internal combustion engine is in the high rotation low load region,
In a case where the electromagnetic valve is controlled to be in an open state to supply hydraulic oil to the first oil chamber and the second oil chamber (aspect 1).
You can switch the Miller cycle and Diesel cycle with a simple switching control of controlling the solenoid valve according to the operating state of the internal combustion engine.

Further, by configuring the present apparatus using the structure of a conventional compressed air release type braking apparatus, an apparatus for switching between the Miller cycle and the diesel cycle with a relatively simple structure without using a complicated mechanism is provided. Can be provided. Further, this makes it possible to provide the device at low cost. In addition, by assembling the present device and the conventional compressed air release type braking device, and assembling either one of the assemblies into the internal combustion engine, it is not necessary to specialize the internal combustion engine, and the internal combustion engine main body is not required. Commonality can be achieved. There is also an advantage that an internal combustion engine having different functions can be easily produced while sharing the internal combustion engine body.

Further, by arranging the device above the internal combustion engine, a device excellent in space efficiency and maintainability can be obtained. In the first aspect, the hydraulic pressure generating unit is provided on one end side of the intake rocker arm,
The internal combustion engine is an in-line six-cylinder internal combustion engine having first, second, third, fourth, fifth, and sixth six cylinders in order from the end of the cylinder row, and the ignition order of each cylinder is 1st, 5th
The third, sixth, second, and fourth are set in this order, and the oil passages allow the oil pressure generating portions of the first, second, third, fourth, fifth, and sixth cylinders to be connected to the fourth, fourth, and fourth cylinders. The drive units of the sixth, fifth, second, first, and third cylinders are connected to each other .
In the case (aspect 2), there is an advantage that the compression stroke of the other cylinder can be mechanically shortened by utilizing the operation of the rocker arm of the other cylinder, and the mechanical reliability is high.

[0109] In the first aspect, the hydraulic pressure generating unit is provided at one end of the exhaust rocker arm.
The internal combustion engine is an in-line six-cylinder internal combustion engine having first, second, third, fourth, fifth, and sixth six cylinders in order from the end of the cylinder row, and the ignition order of each cylinder is 1st, 5th
Third, sixth, second, and fourth are set in this order, and the oil passages allow the hydraulic pressure generating portions of the first, second, third, fourth, fifth, and sixth cylinders to be connected to the sixth , 5th, 4th, 3rd, 2nd, 1st
The drive unit and is configured to be connected to each of the cylinders
In this case (aspect 3), there is an advantage that the compression stroke of the other cylinder can be mechanically shortened by utilizing the operation of the rocker arm of the other cylinder, and the mechanical reliability is high.

[0110]

[0111]

[0112]

[0113]

[Brief description of the drawings]

FIG. 1 is a diagram schematically showing a configuration of an engine valve opening / closing control device as a first embodiment of the present invention.

FIG. 2 is a time chart for briefly explaining the operation of the engine valve opening / closing control device as the first embodiment of the present invention.

FIG. 3 is a schematic cross-sectional view illustrating a main configuration of an engine valve opening / closing control device according to a first embodiment of the present invention.

FIG. 4 is a schematic cross-sectional view showing a main configuration of an engine valve opening / closing control device as a first embodiment of the present invention.

FIG. 5 is an acupressure diagram schematically illustrating an operation process of the engine valve opening / closing control device as the first embodiment of the present invention.

FIG. 6 is a diagram for explaining a lift timing and a lift amount of an intake / exhaust valve of the engine valve opening / closing control device as the first embodiment of the present invention.

FIG. 7 is a diagram schematically showing a configuration of an engine valve opening / closing control device as a second embodiment of the present invention.

FIG. 8 is a time chart for briefly explaining the operation of an engine valve opening / closing control device as a second embodiment of the present invention.

FIG. 9 is a diagram schematically showing a configuration of an engine valve opening / closing control device as a third embodiment of the present invention.

FIG. 10 is a time chart for briefly explaining the operation of an engine valve opening / closing control device as a third embodiment of the present invention.

FIG. 11 is a Shiatsu diagram (PV diagram) schematically showing the operation process of a conventional intake valve early closing type Miller cycle and a normal diesel cycle.

FIG. 12 is an overall configuration diagram schematically showing a configuration of a conventional compressed air release type braking device.

FIG. 13 is a schematic cross-sectional view showing a configuration of a main part of a conventional compressed air release type braking device.

FIG. 14 is a schematic cross-sectional view illustrating a configuration of a main part of a conventional compressed air release type braking device.

FIG. 15 is a schematic diagram showing a configuration of a conventional compressed air release type braking device, as viewed from above a cylinder head.

FIG. 16 is a time chart for briefly explaining the operation of a conventional compressed air release type braking device.

FIG. 17 is a schematic cross-sectional view of a combustion chamber for explaining the operation of the conventional compressed air release type braking device, and (a) to (b) of FIG.
(C) is a schematic cross-sectional view for explaining the operation.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Cylinder head 3 Intake valve 3a Intake port 4 Exhaust valve 4a Exhaust port 5 Valve bridge 6 Rocker shaft 7 Intake side push rod 8 Exhaust side push rod 9 Intake side rocker arm 10 Exhaust side rocker arm 11 Oil passage 12a First oil chamber 12b Master piston 13a second oil chamber 13b slave piston 14 check valve (control valve) 14a valve spring 15 solenoid valve (solenoid valve) as switching means 16 ECU as control means 17 operating rod 18 operating state detecting means 19 biasing means (Flat spring) 20 Combustion chamber 21 Piston 30 Interlocking mechanism

────────────────────────────────────────────────── ⁶ Continuation of the front page (51) Int.Cl. ⁶ Identification code FI F02M 25/07 570 F02M 25/07 570L (56) References JP-A-7-97959 (JP, A) JP-A-7-197826 (JP, A) Japanese Utility Model 60-60540 (JP, U) Japanese Utility Model Hei 1-1115855 (JP, U) Japanese Utility Model Utility Model 3-106143 (JP, U) (58) Field surveyed (Int. Cl. ⁶⁾ , DB name) F02D 13/02 F01L 9/02 F02B 29/08 F02D 13/04 F02D 15/00 F02M 25/07

Claims (1)

(57) [Claims] An intake valve for opening and closing an intake port communicating with a combustion chamber of the internal combustion engine; an exhaust valve for opening and closing an exhaust port communicating with the combustion chamber; and a support disposed on a cylinder head of the internal combustion engine. An intake rocker arm and an exhaust for swingably supported by a shaft, one end of which is swingably driven by a cam mechanism, and the other end of which is in contact with the intake and exhaust valves to open and close the intake and exhaust valves. In an internal combustion engine having a rocker arm, an interlocking mechanism that drives an intake valve or an exhaust valve of another cylinder in conjunction with an intake rocker arm or an exhaust rocker arm of each cylinder, and switches the interlocking mechanism between an operating state and a stopped state. and a switching means for switching, the interlocking mechanism, intake cylinder corresponding to the suction stroke end during operation of the intake rocker arm or exhaust rocker arm
Opening the air valve or exhaust valve to delay the start of combustion chamber compression
It is configured so that the switching of the combustion cycle Miller cycle, when the internal combustion engine is in the high-speed low-load region, control means for controlling the switching means to the operative state of the interlocking mechanism is provided An engine valve opening / closing control device, characterized in that: