JP3525741B2 - Control device for engine with variable valve timing 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 equipped with a hydraulic valve timing variable mechanism (hereinafter referred to as VVT) for changing the rotational phase of a sprocket, a timing pulley and the like with respect to a camshaft according to the operating state of the engine. The present invention relates to a control device, and in particular, belongs to the technical field of cleaning control for preventing malfunction of a hydraulic pressure adjustment valve that adjusts the hydraulic pressure to the VVT.

[0002]

2. Description of the Related Art Conventionally, as a VVT engine of this type, generally, an actuator provided at one end of a valve operating cam shaft is used to relatively rotate a timing pulley and the cam shaft. Are known. The actuator includes an inner rotating member that is integrally and rotationally connected to the end of the cam shaft, and an outer rotating member that is relatively rotatably connected to the inner rotating member and is integrally and rotationally connected to the timing pulley. And a member of the hydraulic type in which the inner rotary member is rotated forward and backward by hydraulic pressure with respect to the outer rotary member. Further, the hydraulic pressure supplied to the actuator is adjusted by a hydraulic pressure adjusting valve which is an electromagnetic valve controlled by a control unit of the engine.

By the way, since the engine oil for lubrication is usually used as the hydraulic fluid to be supplied to the actuator, impurities and minute foreign matters in the engine oil are accumulated in the hydraulic pressure regulating valve to operate the valve. A defect may occur. On the other hand, for example, Japanese Patent Laid-Open No. 9-195
In Japanese Patent No. 805, a cleaning operation for forcibly opening and closing the hydraulic pressure adjustment valve is performed before the engine is started or during idle operation to discharge impurities and minute foreign substances accumulated in the valve, thereby making the hydraulic pressure An engine control device is disclosed which prevents malfunction of a regulating valve.

[0004]

However, when the engine is started, in the hydraulic oil supply path for supplying hydraulic oil (engine oil) to the actuator of the VVT, there is a large variation in the hydraulic pressure remaining in the hydraulic oil supply path. In addition, since the discharge pressure fluctuation of the oil pump driven by the crankshaft of the engine also becomes large, if the VVT hydraulic pressure adjusting valve is operated for cleaning at that time, the hydraulic pressure in the actuator greatly changes due to this cleaning operation. However, there is a possibility that the inner rotating member may arbitrarily rotate in both the forward and reverse directions and may collide with the outer rotating member to generate abnormal noise. In particular, when the engine is left in a stopped state for a long time and then started, air bubbles may be mixed in the hydraulic oil supply path while the engine is stopped. The above-mentioned inconvenience is remarkable because the instantaneous fluctuation of the hydraulic pressure becomes extremely large.

The present invention has been made in view of the above problems, and an object of the present invention is to target an engine equipped with a variable valve timing mechanism composed of a hydraulic actuator, and to operate the hydraulic pressure regulating valve deficiently. By devising the control procedure of the cleaning operation for preventing the above, the cleaning operation is executed without adversely affecting the traveling of the vehicle, and the generation of abnormal noise at that time is prevented.

[0006]

In order to achieve the above-mentioned object, in the solution means of the present invention, the cleaning operation of the hydraulic pressure adjusting valve is executed in the engine starting region, and the hydraulic fluid is The cleaning operation is prohibited during a predetermined period when the pressure fluctuation becomes large.

Specifically, in the invention according to claim 1, FIG.
As shown in FIG. 8, the crankshaft 7 of the engine E drives the camshaft 2 of the valve train to synchronously rotate the camshaft 2. The crankshaft 7 is connected to the advance side or retard side hydraulic chambers 10b and 10a. Rotational phase variable that changes the rotational phase of the camshaft 2 with respect to the crankshaft 7 by relatively rotating the inner and outer rotating members 31 and 32 that are rotatably connected to each other by supplying the hydraulic fluid. A mechanism 10 and a solenoid valve provided in the middle of a hydraulic fluid supply path for selectively supplying hydraulic fluid to the advance side or retard side hydraulic chambers 10b, 10a, and adjusting the hydraulic pressure of the hydraulic fluid. The hydraulic pressure adjusting valve 44, a hydraulic pressure control means 51b for controlling the operation of the hydraulic pressure adjusting valve 44 according to the operating state of the engine E, and the hydraulic pressure adjusting valve 44 is forcibly opened and closed when the engine is started. Cleaning control means 51
It is assumed that the engine control device A is equipped with c and c. Further, a cleaning prohibition means 51d is provided for prohibiting the operation control of the hydraulic pressure adjusting valve 44 by the cleaning control means 51c for a predetermined cleaning prohibition period after the engine E is in the complete explosion state.

According to this structure, when the engine E is started, the cleaning control means 51c controls the hydraulic pressure adjusting valve 44.
Is forcibly opened / closed (cleaning operation), and impurities and minute foreign matter accumulated in the fluid pressure adjusting valve 44 are discharged to prevent malfunction thereof. Further, when the engine is started, the throttle valve is normally fully closed and the engine is in the idle operation state before the vehicle starts running. Therefore, at this time, the hydraulic pressure adjustment valve 44 is opened and closed. Even if the hydraulic fluid pressures in the advance side and retard side hydraulic chambers 10b and 10a of the rotation phase varying mechanism 10 change to some extent, this does not adversely affect the running of the vehicle.

Further, according to the present invention, after the engine E is in the complete explosion state, the fluid pressure fluctuation in the hydraulic fluid supply path is likely to be excessive for a predetermined period (cleaning prohibition period),
Liquid pressure adjusting valve 44 by the cleaning control means 51c
Since the cleaning control means 51d prohibits the operation control of No. 5, it is possible to prevent the rotation phase varying mechanism 10 from generating an abnormal noise due to an excessive fluctuation of the hydraulic pressure in the hydraulic fluid supply path.

According to a second aspect of the invention, the inner rotating member in the first aspect of the invention has a cylindrical boss portion and a vane that projects radially outward from the outer peripheral surface of the boss portion, Further, the outer rotating member is a casing connected to the inner rotating member so as to be rotatable around the axis of the boss portion and connected to the casing, and a protrusion protruding radially inward from an inner peripheral surface of the casing. It has a wall part, and the advance angle side or the retard angle side hydraulic chamber is defined so as to be partitioned and formed alternately in the circumferential direction between the vane and the protruding wall part.

With this configuration, in the rotation phase variable mechanism, the advance side or retard side hydraulic chambers are alternately partitioned in the circumferential direction between the vanes of the inner rotating member and the protruding wall portions of the outer rotating member. Therefore, when the hydraulic fluid pressure in the advance side or retard side hydraulic chamber fluctuates, the vane and the protruding wall portion may collide with each other and an extremely loud noise may be generated. Therefore, in such a configuration, it is particularly effective to prohibit the cleaning operation of the hydraulic pressure adjusting valve and prevent the abnormal noise from being generated in the rotary phase varying mechanism.

According to a third aspect of the invention, the rotation phase varying mechanism according to the first aspect of the invention is provided with stopper means for permitting or blocking relative rotation of the inner and outer rotating members, and the stopper means is While the hydraulic fluid pressure supplied to the rotation phase varying mechanism is below a predetermined level, the rotation blocking state for blocking the relative rotation of the inner and outer rotating members is held by the biasing force of the biasing means. , Is configured to move in opposition to the urging force of the urging means as the hydraulic fluid pressure increases, and to be switched to a rotation-permitted state in which relative rotation of the inner and outer rotation members is permitted. The cleaning prohibited period includes a period in which the stopper means is switched from the rotation blocking state to the rotation allowing state.

In this structure, since the stopper means is in the rotation preventing state before the engine is started, the relative rotation of the inner and outer rotating members is prevented, and the generation of noise is prevented. On the other hand, during the period in which the engine is started to the complete explosion state and the stopper means is switched to the rotation permitting state as the hydraulic fluid pressure increases, the hydraulic fluid pressure in the hydraulic fluid supply path increases and Since the pressure fluctuation is large, by setting the cleaning prohibition period so as to include the period, it is possible to reliably prevent abnormal noise from being generated in the rotary phase varying mechanism.

In the invention according to claim 4, the cleaning prohibition period in the invention according to claim 1 is a period from when the engine is in the complete explosion state to when a set time elapses. That is, in general, during cranking of the engine, the discharge pressure of the oil pump is extremely low and the hydraulic pressure in the hydraulic fluid supply path is substantially atmospheric pressure, so even if there is a hydraulic pressure fluctuation, its effect is small. Then, when the complete explosion occurs and the engine blows up, the hydraulic pressure also rises as the engine speed increases, and at the same time, the hydraulic pressure fluctuation increases. Therefore, in the present invention, by prohibiting the cleaning operation of the hydraulic pressure adjusting valve from the time the engine is in the complete explosion state until the preset time set experimentally elapses,
It is possible to reliably prevent abnormal noise from being generated in the rotary phase varying mechanism due to excessive fluctuations in hydraulic pressure in the hydraulic fluid supply path.

According to the fifth aspect of the invention, the cleaning prohibition period in the first aspect of the invention is the period from when the engine speed becomes equal to or higher than a predetermined speed lower than the idle speed until the set time elapses. And As a result, as in the fourth aspect of the invention, by prohibiting the cleaning operation of the hydraulic pressure regulating valve when the fluctuation of the hydraulic fluid pressure in the hydraulic fluid supply path becomes large, an excessive amount of fluid in the hydraulic fluid supply path can be achieved. It is possible to reliably prevent abnormal noise from being generated in the rotary phase varying mechanism due to hydraulic pressure fluctuation.

According to a sixth aspect of the present invention, either the inner or outer turning member of the first aspect of the invention is a camshaft-side turning member that is rotatably connected to the end of the camshaft. A liquid passage communicating with the advance side or the retard side hydraulic chamber is provided in the cam shaft side rotating member, and one end of the hydraulic fluid supply passage is the liquid inside the cam shaft side rotating member. Connected to the road,
A camshaft inner liquid passage whose other end opens to the camshaft outer peripheral surface, and a circumferential opening groove formed in the bearing surface of the bearing portion supporting the camshaft and communicating with the opening portion of the camshaft inner liquid passage. It is configured to have.

In this structure, the hydraulic fluid flowing through the hydraulic fluid supply passage is supplied from the liquid passage in the bearing portion to the liquid passage in the camshaft through the opening groove on the bearing surface, so that the engine is stopped. Air may enter the hydraulic fluid supply path from between the bearing surface of the bearing portion and the outer peripheral surface of the cam shaft, and in that case, when the engine is started, the hydraulic pressure in the hydraulic fluid supply path is increased. When the pressure rises, the instantaneous fluctuation of the hydraulic pressure becomes extremely large. Therefore, in such a configuration, it is particularly effective to prevent the abnormal operation of the rotation phase varying mechanism by prohibiting the cleaning operation of the hydraulic pressure adjusting valve for a predetermined period after the engine is in the complete explosion state. Become.

According to a seventh aspect of the invention, in the invention of the sixth aspect, a liquid passage communicating with an opening groove on the bearing surface of the bearing is formed in the bearing for supporting the camshaft, and the bearing is formed. An intermediate member having a fluid passage formed therein and connected to a fluid passage in the bearing portion is provided, and the fluid pressure adjusting valve has an opening in the bearing portion via the fluid passage in the intermediate member. It is connected to the groove.

In this structure, the working fluid supplied through the fluid pressure adjusting valve passes through the fluid passage in the intermediate member to reach the fluid passage in the bearing portion, and is supplied from there to the camshaft side. There is. Therefore, there is a connecting portion of the liquid path between at least the fluid pressure adjusting valve and the intermediate member, and between the intermediate member and the bearing portion, and there is a risk that air may enter the hydraulic fluid supply path from the connecting portion. is there. That is, as compared with the configuration in which the intermediate member is not provided, bubbles are more likely to be mixed in the hydraulic fluid supply path, and therefore there is a strong possibility that a defect due to mixing of bubbles will occur.
Therefore, in such a configuration, it is extremely effective to prevent the abnormal operation of the rotation phase varying mechanism by prohibiting the cleaning operation of the hydraulic pressure adjusting valve for a predetermined period after the engine is in the complete explosion state. Become.

According to an eighth aspect of the present invention, the cleaning inhibiting means in the first aspect of the invention is characterized in that when the engine is started after being left in a stopped state for a predetermined long time,
The operation of the fluid pressure adjusting valve by the cleaning control means is prohibited.

As a result, if the engine is left in a stopped state for a long time, it is highly likely that air bubbles will be mixed in the hydraulic fluid supply path during that time. By prohibiting the cleaning operation of the hydraulic pressure adjustment valve for a predetermined period after the state becomes
It is possible to prevent the generation of abnormal noise even if the fluid pressure fluctuation becomes extremely large due to the bubbles mixed in the hydraulic fluid. On the other hand, in cases other than the above, the cleaning operation of the hydraulic pressure adjusting valve is performed at the time of starting the engine, so that the malfunction of the hydraulic pressure adjusting valve can be prevented.

According to a ninth aspect of the present invention, the cleaning inhibiting means in the first aspect of the invention inhibits the operation of the fluid pressure adjusting valve by the cleaning control means at the warm start of the engine.

That is, in general, since the viscosity of the hydraulic fluid is low at the time of warm starting of the engine, the hydraulic pressure fluctuation generated at any place in the hydraulic fluid supply path is also transmitted to the rotary phase varying mechanism. Abnormal noise is likely to occur in the rotary phase varying mechanism. Therefore, in the present invention, by prohibiting the cleaning operation of the hydraulic pressure adjustment valve for a predetermined period after the engine is in the complete explosion state at the time of warm starting, it is possible to prevent the abnormal noise from being generated from the rotation phase varying mechanism. A cleaning operation of the hydraulic pressure adjusting valve can be performed when the engine is started, other than during warm starting, to prevent malfunction of the hydraulic pressure adjusting valve.

According to a tenth aspect of the present invention, the cleaning prohibiting means in the first aspect of the invention is started when the engine is left in a stopped state for a predetermined period of time or after being left for a long time, or when the engine is warm-started. In at least one case, the cleaning control means is configured to prohibit the operation of the liquid pressure adjusting valve, and the cleaning prohibition period at the warm start is longer than the cleaning prohibition period at the start after leaving for a long time. It should be set short.

As a result, the engine is left in a stopped state for a long time, as in the inventions according to claims 8 and 9.
When there is a high possibility that air bubbles are mixed in the hydraulic fluid supply path, or at the time of warm starting, by prohibiting the cleaning operation of the hydraulic pressure adjustment valve for a predetermined period after the engine is in the complete explosion state, It is possible to prevent abnormal noise from being generated from the rotary phase varying mechanism. On the other hand, in other cases, the cleaning operation of the hydraulic pressure adjusting valve is performed when the engine is started, so that the malfunction of the hydraulic pressure adjusting valve can be prevented.

Further, at the time of the warm start, since the viscosity of the hydraulic fluid is low, the hydraulic pressure fluctuation is likely to be transmitted to the hydraulic fluid supply path, but the hydraulic pressure fluctuation is settled quickly, so that the cleaning prohibition period in that case. Is set shorter than in the case of starting after leaving for a long time. That is, the cleaning prohibition period can be set more appropriately.

[0027]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

(Schematic Configuration of Engine) FIGS. 1 to 3 show a DOHC engine E with a variable valve timing device (hereinafter referred to as VVT) according to an embodiment of the present invention, which is an in-line 4-cylinder gasoline engine. There is 4
The two cylinders are arranged horizontally in the engine room of the vehicle so that they are aligned in a row in the vehicle width direction.

In FIG. 2, reference numeral 1 denotes a cylinder head. Above the cylinder head 1, an intake-side camshaft 2 for opening and closing an intake valve and an exhaust-side camshaft 3 for opening and closing an exhaust valve. Are rotatably supported by bearings 4, 4 ,. As shown in FIG. 3, cam pulleys 5 and 5 are respectively attached to the end portions of the two cam shafts 2 and 3 on the front side of the engine (the left end portion in the drawing).
6, a timing belt 9 is stretched between the two cam pulleys 5 and 6 and a crank pulley 8 fitted to the crank shaft 7, and the crank shaft 7 is attached via the timing belt 9. The rotational force of the cam pulleys 5, 6
The two cam shafts 2 and 3 are rotated in synchronization with the crank shaft 7.

At the front end of the intake-side cam shaft 2, the cam shaft 2 and the cam pulley 5 are relatively rotated by hydraulic pressure, as described later, to change the rotational phase of the cam shaft 2 with respect to the crank shaft 7. A valve timing variable mechanism (hereinafter referred to as VVT) 10 is provided as a rotary phase variable mechanism. Further, while an idler pulley 11 is provided on the tension side span (right side in FIG. 3) of the timing belt 9,
A tensioner 12 that adjusts the belt tension is provided on the slack side span (on the left side in the figure). This tensioner 12
Is tensioned by a tensioner spring 13 to the right in the figure around a fulcrum 14, and when the timing belt 9 is attached to the cam pulleys 5, 6 and the crank pulley 8, the position is fixed to the cylinder block 15 by bolts 16. It is for adjusting the initial tension. .. in FIG. 2 are plug holes communicating with the combustion chambers of the cylinders and to which spark plugs (not shown) are mounted.

The intake side cam shaft 2 and the exhaust side cam shaft 3
As shown in FIG. 4, the intake valve 23 and the exhaust valve 24 are opened and closed, respectively. The intake valve 23 and the exhaust valve 24 are both inclined at an angle of, for example, about 15 degrees with respect to the cylinder center line y, and are arranged in a narrow angle so as to extend in the vertical direction. The valve spring 25 is urged toward the closed side (the upper side in the figure) via the bucket type valve lifter 26 housed in the portions 21 and 22. That is, the intake valve 23 includes an umbrella portion 23a that opens and closes the intake port 27 and the combustion chamber 28, and a valve shaft 23b that extends upward from the umbrella portion 23a in the drawing and reaches the inside of the hole portion 21 through a sleeve. And is driven directly by the cam shaft 2 via the valve lifter 26 and reciprocates along the central axis line x1. Similarly, the exhaust valve 24 is similar to the intake valve 23 in the umbrella portion 24.
It is constituted by a and a valve shaft 24b, is directly driven by the cam shaft 3, and reciprocates along the central axis line x2.

(Structure of VVT) Next, the structure of the VVT 10 will be described in detail.

The VVT 10 is, as shown in FIG.
It is provided inside a cylinder head cover 30 arranged above the cylinder head 1. That is, the rotor (inner rotating member) 31 of the VVT 10 is rotatably connected to the tip end portion (the left end portion in FIG. 5) of the intake-side camshaft 2, and the cylindrical casing into which the rotor 31 is externally fitted. 32
The rotor 31 is rotatably connected to the rotor 31. The casing 32 is rotatably connected to the cam pulley 5 mounted so as to be rotatable relative to the cam shaft 2.

As shown in FIGS. 6 and 7, the rotor 31 has four vanes radially outwardly projecting from the outer periphery of a cylindrical boss portion, and the washer member 33. Also, it is attached to the cam shaft 2 by means of bolts 34 so as to rotate integrally. On the other hand, the casing 32 is formed in a hollow cylindrical shape, and is integrally attached to the cam pulley 5 by a bolt 36 together with a disc-shaped lid member 35. Further, the rotor 31 and the casing 3
2 is positioned at a concentric position about the axis z1 of the cam shaft 2, the vanes of the rotor 31 and the projecting wall portions of the casing 32 are alternately arranged in the circumferential direction, and the tip end surface of each vane is the casing 32. While slidingly contacting the inner peripheral surface of the rotor, the tip end surface of each protruding wall portion is in sliding contact with the outer peripheral surface of the boss portion of the rotor 31, and the oil seals 37, 37, 37, ... is provided.

That is, the cam pulley 5 and the rotor 31
Between the casing 32 and the casing 32, eight pressure receiving chambers (hydraulic chambers) 10a, 10b, 10a, 10b, ... Are arranged in the circumferential direction by the vanes of the rotor 31 and the protruding wall portions of the casing 32.
Are sectioned. These eight pressure receiving chambers 10a, 10
Of the b, 10a, 10b, ..., the four pressure receiving chambers (retard side hydraulic chambers) 10a, 10a, ... Positioned on the rotation side of the camshaft 2 with respect to each vane of the rotor 31, The rotor 31 is communicated with an oil passage 31a formed in the boss portion, and if the working hydraulic pressure supplied through the oil passage 31a increases, the rotor 31 is moved relative to the casing 32 with respect to the camshaft 2.
Rotation of the intake valve 2
The operation timing of No. 3 is changed to the retard side.

On the other hand, four pressure receiving chambers (advancing side hydraulic chambers) 10b, 10b, ... Positioned on the opposite side of the retard angle side pressure receiving chambers 10a, 10a, ... With respect to each vane of the rotor 31.
Are respectively connected to an oil passage 31b formed in the boss portion of the rotor 31, and if the operating hydraulic pressure supplied via this oil passage 31b increases, the rotor 31 will move to the casing 32 of the camshaft 2 relative to the casing 32. The intake valve 23 is turned to the rotation side, and the operation timing of the intake valve 23 is changed to the advance side.

Further, the cam pulley 5 is provided with a stopper pin (stopper means) 80 which engages with the cam pulley 5 and the rotor 31 and prevents their relative rotation. That is, one of the four vanes of the rotor 31 is formed to be larger in the circumferential direction than the other three vanes, and has a circular cross-section that extends in the direction of the axis z1 of the cam shaft 2 and opens toward the cam pulley 5. A joint hole 81 is provided. On the other hand, the cam pulley 5 has a concave portion 82 having a diameter larger than that of the fitting hole 81 that is opened to communicate with the fitting hole 81 of the rotor 31.
And a substantially cylindrical stopper pin 8 is provided in the recess 82.
0 is stored.

The stopper pin 80 has a tip end side (left side in the figure) having substantially the same diameter as the fitting hole 81 of the rotor 31, while a base end side (same as the same) accommodated in the concave portion 82 of the cam pulley 5. The right side of the drawing has a diameter larger than that, and is urged toward the rotor 31 side by the pressing force of a spring (urging means) 83 arranged coaxially inside the base end side. The tip of the stopper pin 80 projects from the concave portion 82 of the cam pulley 5 and the fitting hole 81 of the rotor 31.
The rotation prevention state (the state shown in the figure) in which the relative rotation is prevented and the base end portion to the tip end portion are all housed in the concave portion 82, and the rotor 31 and It can be switched to either one of a rotation-permitted state in which relative rotation with the cam pulley 5 is permitted.

That is, the cam pulley 5 in the fitting hole 81.
As shown in FIG. 6, a valve 85, which is a check valve, is disposed on the side opposite to (on the left side in FIG. 5), and the fitting hole 81 is connected via the valve 85 to the communication passage 86. While being communicated with the advance side pressure-receiving chamber 10b, it is communicated with the retard side pressure-receiving chamber 10a by a communication passage 87 via the valve 85.
As a result, the hydraulic pressure in the pressure receiving chambers 10a and 10b is introduced into the fitting hole 81 and acts on the tip end surface of the stopper pin 80 in the rotation-prevented state, and the pressure receiving chambers 10a and 10b.
When the working hydraulic pressure in a and 10b rises above a predetermined level, the stopper pin 80 is pushed out of the fitting hole 81 against the pressing force of the spring 83, and the state is switched to the rotation permitting state. The valve 85 allows only the flow of the hydraulic oil from the communication passages 86, 87 into the fitting hole 81, and the communication passages, that is, the advance side pressure receiving chamber 10b and the retard side pressure receiving chamber 10 are connected.
The mutual communication of a is prevented.

Therefore, when the engine is stopped, the working oil pressure in the advance side and retard side pressure receiving chambers 10b, 10a, ...
The rotation of the rotor 31 and the casing 32 of the VVT 10 is made relatively non-rotatable by the pressing force of No. 3, thereby preventing noise generation due to their collision or the like. To be done. Further, in the rotation blocking state, the rotor 31 is located at a position (maximum retard position) that is maximally biased to the side opposite to the rotation of the cam shaft 2 with respect to the casing 32. On the other hand, if the working hydraulic pressure in the advance side or retard side pressure receiving chambers 10b, 10a, ... Raises above a predetermined level after the engine is started, that is, the stopper pin 8 is allowed to rotate against the pressing force of the spring 83. If the working hydraulic pressure rises to such an extent that it can be switched to the state, the rotor 31 and the casing 3
2 is in a state of being rotatable relative to each other.

In FIG. 5, reference numeral 32a denotes the casing 3.
2 is an annular oil seal for preventing oil leakage between the cover member 35 and the lid member 35, and 32b is an annular oil seal for preventing oil leakage between the casing 32 and the cam pulley 5. is there. The cam pulley 5 is formed by fitting an outer peripheral member 5b to an inner peripheral member 5a, and the outer peripheral member 5b is molded by sintering so as to have a precise tooth profile. Therefore, if the oil seal 32b is provided between the casing 32 and the outer peripheral member 5b of the cam pulley 5, the compatibility is poor, and oil leakage may occur.
It is provided on the inner peripheral side so as to seal between the casing 32 and the inner peripheral member 5a of the cam pulley 5.

(Structure of Hydraulic Oil Supply Path) The VVT 10
Supply of the working oil pressure to the cylinder block 15 is performed by a working oil supply path including an oil pipe provided outside the cylinder block 15. That is, the hydraulic oil pressure-fed from the oil gallery in the cylinder block 15 by an oil pump (not shown) is, as shown in FIG.
It is sent to a valve case 40 provided on the upper surface of the cylinder head cover 30 via an oil pipe 39 provided on the outer circumference of the engine. Then, as shown in FIG. 5, an oil passage is reached in the union bolt 42 via an oil joint 41, and from there, an electromagnetic oil control valve (hereinafter referred to as OCV) 44 is provided via an oil filter 43.
Is supplied to.

As shown in FIG. 8, the OCV 44 is an electromagnetic solenoid 4 having a coil 45 and a plunger 46.
7 and one end of which is connected to the plunger 46,
Spool 49 whose other end is pressed by spring 48
And a casing 50 accommodating the spool 49. Further, in the casing 50, a supply port 50a for receiving pressure oil to be supplied, a pair of actuator ports 50b, 50b connected to the VVT 10 side for supplying and discharging hydraulic oil, and return oil returned from the VVT 10 side. Drain ports 50c, 50c for discharging are provided. The electromagnetic solenoid 47 has an ECU, which will be described later.
When the signal from 51 is input, the spool 49 is operated against the pressing force of the spring 48 to adjust the flow rate and direction of the hydraulic oil supplied from the oil gallery side.

The hydraulic oil whose hydraulic pressure is adjusted by the OCV 44 is supplied to the camshaft 2 by an oil passage formed in the bearing member 4 of the intermediate member 52 and the first journal, which will be described later, and is formed in the camshaft 2. And is supplied to the pressure receiving chambers 10a, 10b, ... Of the VVT 10. More specifically, as shown in FIG. 5, the valve case 40 is provided with a mounting hole 40a extending in the camshaft direction to accommodate the OCV 44, and extends substantially horizontally in a direction orthogonal to the mounting hole 40a. The union bolt 42 and the oil filter 43 are provided in the inlet hole 40b thus formed.

Further, the mounting hole 40 of the valve case 40 is provided.
A fitting insertion portion 40c that extends in the up-down direction and opens to the lower surface, and two ports 40d and 40e that communicate the fitting insertion portion 40c with the installation hole 40a are formed on the side opposite to the inlet hole separated by a. There is. Further, a drain hole 40f that opens toward the upper surface of the cylinder head cover 30 is formed from the side of the installation hole 40a to the lower side.
A portion of the cylinder head cover 30 that faces the lower side of f and continues to the opening 30a is a drain receiving portion 30b for returning the return oil returned from the OCV 44 into the cylinder block through the opening 30a.

As shown in FIG. 9, the intermediate member 52 has an inverted T shape, and the upper end portion thereof penetrates the opening 30a of the cylinder head cover 30 and projects upward to be fitted into the fitting insertion portion 40c of the valve case 40. While being fitted, the lower end is attached and fixed to the upper surface of the bearing 4 of the first journal. That is, the bearings 4, 4, ... That support the intake-side camshaft 2 are each a half-divided lower bearing 53 provided on the upper surface of the cylinder head 1 and this lower bearing 53.
Of the cam cap 55, which is arranged on the upper surface of and is fastened to the lower bearing portion 53 by the set bolts 54, 54. A bearing surface 4a having the same bearing diameter is formed on each of the bearing portions 4, 4 ,.

As shown in FIGS. 5 and 9, one of the two ports 40d and 40e is fitted to the fitting member 40c of the valve case 40 in the intermediate member 52.
a horizontal oil passage 61 communicating with the OCV 44 by d, an oil passage 62 communicating with the oil passage 61 and extending obliquely downward, a horizontal oil passage 63 communicating with the OCV 44 by the other port 40e, and the oil passage An oil passage 64 that communicates with 63 and extends in the vertical direction is formed. The cam cap 55 of the first journal has an oil passage 65 communicating with one oil passage 62 of the intermediate member 52 and extending in the vertical direction, and an oil passage 65 communicating with the other oil passage 64 of the intermediate member 52 and obliquely downward. And an oil passage 66 extending to the.

On the bearing surface 4a of the first journal, two are opened in the circumferential direction so as to be separated from each other in the direction of the axis z1 of the camshaft 2 so as to communicate with the oil passages 65 and 66, respectively.
Two ring grooves (opening grooves) 67 and 68 are formed. On the other hand, the cam shaft 2 extends in the direction of the axis line z1 and one end (the left end in FIG. 5) is opened to the end face of the cam shaft 2 and VVT1
No. 0, which communicates with the oil passage 31a of the rotor 31, and has the other end (the right end in the figure) opened to the outer peripheral surface of the first journal portion of the camshaft 2 and formed in the bearing surface 4a. An oil passage (liquid passage in the camshaft) 70 on the retard side that communicates with 67 is formed. Further, like the oil passage 70, one end of the camshaft 2 communicates with the oil passage 31b of the rotor 31, and the other end communicates with the other wheel groove 68 formed on the bearing surface 4a. An oil passage (a liquid passage in the camshaft) 71 on the side is formed.

The camshaft 2 on the intake side is provided with a cam angle sensor 74 for detecting its rotational position.
The cam angle sensor 74 is composed of, for example, an electromagnetic pickup and is arranged on the cylinder head cover 30 so as to correspond to the outer peripheral position of the sensing plate 73 provided on the cam shaft 2 as shown in FIG. A signal is output in response to passage of three protrusions protruding from the outer periphery of the sensing plate 73. still,
In FIG. 5, reference numeral 75 denotes a return passage formed in the bolt 34 for fixing the VVT 10 to the cam shaft 2,
The hydraulic fluid leaking from 10 reaches the inside of the cam shaft 2 through the return passage 75, is guided to the return passage 76 in the cylinder head 1 from there, and is recirculated into the cylinder block 15. An oil seal 77 is provided between the cam pulley 5, the cam cap 52, and the cylinder head 1.

In the VVT 10 having such a structure, when the opening / closing operation timing of the intake valve 23 is changed to the retard side, the operating pressure to the retard side pressure receiving chambers 10a, 10a, ... Is increased by the duty control of the OCV 44. .
That is, the hydraulic oil supplied from the oil gallery side is
As shown by the arrow in FIG. 5, the OCV 44 flows through the port 40d of the valve case 40, the oil passages 61 and 62 of the intermediate member 52, and the oil passage 65 of the cam cap 55 to reach the wheel groove 67, and then to the wheel groove 67. The oil is passed through an oil passage 70 on the retard side in the communicating camshaft 2 and is distributed and supplied from the oil passage 31a of the rotor 31 to the four pressure receiving chambers 10a, 10a, ... As a result, the working oil pressure in each of the retard side pressure receiving chambers 10a increases, whereby the rotor 31 is rotated with respect to the casing 32 in the side opposite to the rotation of the cam shaft 2, and the operation timing of the intake valve 23 is retarded. It is changed to reduce the overlap amount of the air supply and exhaust.

At this time, the advance side pressure receiving chambers 10b, 10b, ...
The hydraulic oil discharged from the oil passage passes through the oil passage 31b in the rotor 31 and the oil passage 71 on the advance angle side in the camshaft 2 as shown by an arrow in FIG. It flows from the ring groove 68 to the oil passage 66 in the cam cap 55. And
Returning to the OCV 44 through the oil passages 64 and 63 of the intermediate member 52 and the port 40e of the valve case 40, the drain hole 40
It is discharged from f and is returned to the cylinder block 15 side from the drain receiving portion 30b of the cylinder head cover 30 through the opening 30a.

On the contrary, when the operation timing of the intake valve 23 is changed to the advance side to increase the overlap amount of the supply / exhaust, hydraulic oil is supplied in the opposite direction to the advance side pressure reception. The working hydraulic pressure of the chambers 10b, 10b, ... Is increased.

(Basic Control of VVT) In this embodiment,
A control unit (Electronic Control Unit; hereinafter referred to as ECU) 51 duty-controls the OCV 44 according to the operating state of the engine E, and the OCV 4 is controlled.
By changing and adjusting the operating oil pressure supplied from 4 to the VVT 10, the opening / closing operation timing of the intake valve 23 is continuously changed from the most retarded position to the most advanced position, as shown in FIG.

That is, as shown in FIG. 8, the output from the cam angle sensor 74 is input to the ECU 51, and the ECU 51 is constructed in the same manner as the cam angle sensor 74, so that the crankshaft 7 is rotated at a predetermined rotational position. A crank angle sensor 90 that outputs a corresponding signal, a throttle on / off sensor 91 that detects a fully closed state of a throttle valve provided in an intake system of an engine (not shown), an intake amount sensor 92 provided in the intake system, An output signal from a water temperature sensor 93 or the like that detects the engine water temperature is input. Then, the operating state determination unit 51a determines the operating state of the engine based on these signals, and a control signal is output from the hydraulic pressure basic control unit (hydraulic pressure control means) 51b to the OCV 44 according to the determination result. Thus, the opening degree of the OCV 44 is adjusted. The functions of the operating state determination unit 51a and the hydraulic pressure basic control unit 51b are both realized by executing a program electrically stored in the memory by the microprocessor of the ECU 51.

Specifically, based on the input signal from the crank angle sensor 90 and the input signal from the cam angle sensor 74, the rotational position of the cam shaft 2 with respect to the rotational position of the crank shaft 7 (hereinafter referred to as valve advance amount ΔVT). Is called) is detected.
On the other hand, the engine speed Ne is calculated based on the input signal from the crank angle sensor 90, the intake air amount is calculated based on the input signal from the intake air amount sensor 92, and based on the calculation results, For example, the intake charging efficiency is calculated as a value representing the engine load. Then, the target value of the valve advance amount ΔVT is read from a map preset based on the engine speed Ne and the engine load, and 0CV44 is set so that the calculated valve advance amount ΔVT matches the target value. A control signal is output to. It should be noted that the value of the valve advance amount ΔVT is the valve when the rotational position of the camshaft 2 is at the most retarded position, the opening / closing timing of the intake valve 23 is the latest, and the valve overlap of intake and exhaust is eliminated. The amount of advance angle = 0.

By such control, the opening / closing operation timing of the intake valve 23 is changed corresponding to the engine operating region as shown in FIG. 11, for example. That is, in the light load region (region I in the figure), the opening / closing operation timing of the intake valve 23 is set to the retard side, the valve overlap amount is reduced, and the blowback to the intake side is reduced, so Stability and fuel efficiency are improved. In particular, in the idle operation state, the opening / closing operation timing of the intake valve 23 is set to the most retarded position (valve advance amount ΔVT = 0), so valve overlap between supply and exhaust is eliminated, and idle stability is improved. .

Further, in the medium load low rotation speed region (region II in the figure), the opening / closing operation timing of the intake valve 23 is set to the advance side, and the valve overlap amount becomes large, so the exhaust gas recirculation rate inside the cylinder is increased. And NOx and HC in the exhaust gas are reduced as well. Further, in the high-load low-medium rotation region (region III in the figure), the opening / closing operation timing of the intake valve 23 is set to the advance side, and the intake valve 23 closes earlier, so that the volume efficiency is improved. As a result, low and medium speed torque is increased.

Furthermore, the high load and high rotation range (I in the figure)
In the region (V 2), the opening / closing operation timing of the intake valve 23 is set to the retard side, and the closing timing of the intake valve 23 is delayed, so that the maximum output is increased by the improvement of the volume efficiency. In addition, when starting and stopping the engine,
The opening / closing operation timing of the intake valve 23 is set to the most retarded position, so that the startability is secured and the fuel consumption is reduced.

(OCV Cleaning Control) In this embodiment, as a characteristic part of the present invention, the spool 49 of the OCV 44 is forcibly reciprocated at least once in a predetermined operating state immediately after the engine E is started. The cleaning control for discharging the impurities and minute foreign matters accumulated inside is executed. This cleaning control is also executed by the microprocessor according to a program electrically stored in the memory of the ECU 51, like other basic hydraulic pressure control.

The specific procedure of the cleaning control will be described in detail below with reference to FIGS. 12 to 14.

In the flow chart shown in FIG. 12, the ignition switch of the vehicle is turned on, and in step S1 after initialization, the engine is stopped based on the signal input from the crank angle sensor 90. Determine if there is. If there is no signal input from the crank angle sensor 90 and the engine speed Ne = 0, YES, the process proceeds to step S6, while N
If e = 0 is NO, the process proceeds to step S2, and it is determined whether the engine E is in the starting range. That is, the crankshaft 7 is rotated (cranked) by the starter motor, and thereafter, a predetermined time (for example, several seconds to several tens of seconds) elapses from the time when the engine E is in a complete explosion state, and the engine starting range is set as follows. If NO in the engine start range, the routine proceeds to step S8 in FIG. 14, while if YES in the engine start zone, the routine proceeds to step S3.

In step S3, the engine speed N
It is determined whether or not e has exceeded a predetermined rotation speed Ne0 (for example, 500 rpm) lower than the idling rotation speed (for example, 650 rpm). If Ne ≦ Ne0, NO is determined in step S1.
On the other hand, when Ne> Ne0 and YES,
Go to step S4. In this step S4, the preset down count value Ts of the countdown timer is decremented, and the process proceeds to step S5 to determine whether or not the down count value Ts is zero. And Ts = 0
If NO, the process returns to step S4, whereas if Ts = 0 and YES, the process proceeds to step S8 in FIG. That is, in the engine start range, after the engine speed Ne exceeds the predetermined speed Ne0 immediately after cranking, after waiting for a set time (for example, about 5 seconds) corresponding to the initial value of the down count value Ts, the next I am trying to proceed to the control procedure.

More specifically, in the engine starting range shown in FIG. 13, the discharge pressure of the oil pump is extremely low during cranking of the engine E, and the working oil pressure in the working oil supply path is substantially atmospheric pressure. When the engine E is in a complete explosion state and blows up, the operating oil pressure rises as the engine speed Ne increases, and at the same time, the fluctuation range of the operating oil pressure also increases. Therefore, as described above, the engine speed Ne is preliminarily tested so as to include the period from when the engine speed Ne exceeds the predetermined engine speed Ne0 (500 rpm) to when the set time elapses, that is, the period in which the operating oil pressure largely changes in the engine starting range. The set period is set as a cleaning prohibition period in which the cleaning operation of the OCV 44 is prohibited.

The cleaning prohibited period is VVT.
This includes a period in which the hydraulic pressure in the hydraulic oil supply path rises to the extent that the stopper pin 80 provided in 10 is switched from the rotation blocking state to the rotation allowing state. Further, the cleaning prohibition period may be set, for example, until a predetermined time elapses from the end of the cranking of the engine E.

On the other hand, in step S6, which is determined to be when the engine is stopped in step S1, the up-count value Ti of the count-up timer whose initial value is zero is incremented, and the process proceeds to step S7. .
In this step S7, it is determined whether or not the up count value Ti is equal to or greater than a predetermined value Ti1 set in advance, and Ti <Ti1
If NO, the process returns to step S1, while Ti
If ≧ Ti1 and YES, the process proceeds to step S12 in FIG. That is, if the ignition is on and the engine E is in the stopped state for a period (for example, 1 to 2 seconds) corresponding to the predetermined value Ti1, step S will be described later.
The cleaning operation is executed in steps 12 to S14.

Following step S5, in step S8 of the flowchart shown in FIG. 14, OCV4
The value of the cleaning completion flag F indicating that the cleaning operation of No. 4 has already been completed is determined. And F =
If NO, that is, F = 1 and the cleaning operation has already been completed, the routine returns. On the other hand, F =
If 0 is YES, the cleaning operation has not been completed yet, so the routine proceeds to step S9, where it is determined whether or not the ISC control is being executed.

In the ISC control, when the throttle valve provided in the intake passage of the engine E is fully closed, the throttle valve is bypassed and the amount of intake air supplied to the combustion chamber of the cylinder is adjusted. It is intended to stabilize. That is, although not shown, the intake system of the engine E is provided with a bypass passage that connects the intake passages on the upstream side and the downstream side of the throttle valve, and the intake passage operated by an actuator such as an electric motor is provided in the bypass passage. A throttle valve is provided. Then, for example, when the throttle valve is fully closed and the engine load is below a predetermined value, the ECU 51 outputs a control signal to the actuator of the throttle valve so that the ISC control is executed. Has become.

In step S9, if it is judged NO that the ISC control is not being executed, the routine returns while I
If YES is determined during execution of SC control, step S1
Go to 0. In this step S10, the valve advance amount ΔV
It is determined whether or not T is equal to or smaller than a predetermined value ΔVTr set to a small value extremely close to zero, and if ΔVT> ΔVTr is NO, the routine returns, while if ΔVT ≦ ΔVTr is YES, then
In step S11, it is determined whether or not the throttle valve is fully closed. Then, if NO in the case where the throttle is not fully closed, the process returns, whereas if YES in a case where the throttle is fully closed, the process proceeds to step S12.

Then, in step S12, OCV44
A control signal is output to the solenoid 47 of the spool 49
To reciprocate momentarily. Subsequently, in step S13, it is determined whether or not the reciprocating operation of the spool 49 has been completed a predetermined number of times. If NO in step S13, the process returns to step S11. While the process proceeds to S12, if NO if the throttle is not fully closed, the process returns. That is, when the vehicle driver operates the accelerator during the cleaning operation and the throttle is not fully closed, the cleaning operation is immediately stopped.

On the other hand, in step S13, the reciprocating operation of the spool 49 has been completed a predetermined number of times, and thus YES.
If so, the process proceeds to step S14, the value of the cleaning completion flag F is set to F = 1, and then the process returns.

That is, when the cleaning prohibition period has elapsed in the engine start region or when the engine E is in a predetermined operating state outside the engine start region, that is, in steps S8 to S11, the cleaning is still performed. If it is determined that the operation has not been completed, the ISC control is being executed, the valve advance amount ΔVT is a small value very close to zero, and the throttle is fully closed, step S12-. The process proceeds to S14 and the cleaning operation is executed.

In the flow shown in FIGS. 12 and 14, steps S1 to S3 and steps S8 to S11 are
Driving state determination unit 51a that determines the operating state of the engine E
And the steps S12 and S13 are OCV4.
4 corresponds to the cleaning control unit 51c for forcibly opening and closing 4. Further, in steps S4 and S5, the operation control of the OCV 44 by the cleaning control unit 51c is prohibited for a predetermined period (cleaning prohibition period) such that the fluid pressure fluctuations in the advance side and the retard side pressure receiving chambers 10b, 10a become large. This corresponds to the cleaning prohibition section 51d.

Therefore, according to the engine control apparatus A of this embodiment, the cleaning operation of forcibly reciprocating the spool 49 of the OCV 44 in the engine starting region causes the impurities and minute foreign matter accumulated in the OCV 44 to be cleaned. Can be discharged to the outside, which results in OC
It is possible to prevent malfunction of V44. In addition, since the cleaning operation is executed during the idle operation with the throttle fully closed, even if the valve timing changes a little due to the cleaning operation of the OCV 44, that has little adverse effect on the running of the vehicle. In addition, the cleaning operation of the OCV 44 is performed only while the ISC control is being executed, and even if the valve timing changes somewhat with the cleaning operation of the OCV 44,
Since the ISC control is performed so as to cancel the change in the engine speed Ne resulting from that, the idle stability of the engine E can be secured.

Further, even in the engine starting range, the period in which the hydraulic pressure fluctuation in the hydraulic oil supply path is likely to occur is the cleaning prohibition period in which the cleaning operation of the OCV 44 is prohibited. During the cleaning operation, the hydraulic pressure fluctuation in the hydraulic oil supply path is VVT10.
Therefore, it is possible to reliably prevent the problem that abnormal noise is generated due to the collision between the vane of the rotor 31 and the protruding wall portion of the casing 32.

In particular, in the engine E according to this embodiment, the hydraulic oil supply paths from the OCV 44 to the VVT 10 are the oil passages 40d and 40e in the valve case 40 and the oil passages 61, 62, 63 in the intermediate member 52. 64, oil passages 65 and 66 in the cam cap 55, ring grooves 67 on the bearing surface 4a,
68, and oil passages 70, 71 in the camshaft 2 communicating with the ring grooves 67, 68. Therefore, while the engine is stopped, between the bearing surface 4a and the outer peripheral surface of the cam shaft 2, between the OCV 44 and the valve case 40, and the intermediate member 5
2 may come into the oil passage from between the cam cap 55 and the like, and may be mixed into the working oil as bubbles. Then, when the working oil pressure rises when the engine is started, the bubbles are compressed. For example, the hydraulic pressure may fluctuate extremely and instantaneously. Therefore, in such an engine E, preventing the abnormal noise from occurring in the VVT 10 by prohibiting the cleaning operation of the OCV 44 for a predetermined period in the engine starting range does not give the vehicle driver a sense of anxiety due to the abnormal noise. It is extremely effective for

(Other Embodiments) The present invention is not limited to the above-described embodiments, but includes various other embodiments. That is, in the above embodiment, O
Although the cleaning operation of the CV 44 is executed only during the ISC control of the engine E, the cleaning operation is not limited to this.
The cleaning operation of the OCV 44 can be executed even during the SC control. Further, the valve advance amount ΔVT is a predetermined value Δ
Although it is executed only when it is VTr or less, the present invention is not limited to this.

In the first embodiment, in the engine starting range, a predetermined time after the engine speed Ne becomes Ne> Ne0 is set as a cleaning prohibition period, and during this period, O is always set.
Although the cleaning operation of the CV 44 is prohibited, it is not limited to this. That is, for example, as in a modification 1 shown in FIG. 15, step S31 is newly provided following step S3 in the flow of FIG. 12, and the engine E is stopped for a predetermined long time (for example, about 2 days). Only when the engine is started after being left (YE in step S31)
S), the cleaning operation of the OCV 44 may be prohibited during the cleaning prohibition period.

By doing so, when the engine E is left in a stopped state for a long time and there is a high possibility that air bubbles are mixed in the hydraulic oil supply path, the OCV 44 in the engine starting region is increased.
On the other hand, the cleaning operation can be prohibited for a predetermined period of time. On the other hand, if it is not, the cleaning operation is immediately performed when the engine is started, and the malfunction of the OCV 44 can be prevented.

Further, for example, as in a modification 2 shown in FIG. 16, step S32 is newly provided after step S3 in the flow of FIG. 12 so that the engine water temperature is equal to or higher than a predetermined temperature (for example, 80 ° C. or higher). The cleaning operation of the OCV 44 may be prohibited only during the restart (YES in step S32) during the cleaning prohibition period. That is, in general, in the case of warm restart,
Since the viscosity of the hydraulic oil is low, hydraulic pressure fluctuations occurring anywhere in the hydraulic oil supply path are easily transmitted to the VVT 10, and as a result, abnormal noise is easily generated in the VVT 10. Therefore, as described above, the O
The cleaning operation of the CV 44 is prohibited to prevent the abnormal noise from being generated. On the other hand, when the restart is not a warm restart, the cleaning operation is immediately performed in the engine start region to prevent the OCV.
The malfunction of 44 can be prevented.

Further, as in Modification 3 shown in FIG. 17, for example, following step S3 in the flow of FIG.
You may newly provide each step of step S35-S38. That is, in the control procedure of this modification 3, after the engine E is left in a stopped state for a predetermined long time (for example, about 2 days), or the engine water temperature is a predetermined temperature or higher (for example, 80 ° C. or higher). Only in the case of restarting for a short time (YES in step S35 or S37), the cleaning operation of the OCV 44 is prohibited during the cleaning prohibition period. In addition, the cleaning prohibition period Ts in the case of the warm restart
2 is set shorter than the cleaning prohibition period Ts1 in the case of starting after leaving for a long time (Ts1> Ts2).

As a result, according to the control procedure of the third modification, the same effects as those of the first and second modifications can be obtained, and in the case of the warm restart, the viscosity of the hydraulic oil can be increased. Since the hydraulic pressure fluctuation is likely to be transmitted to the hydraulic oil supply path due to the low value, the hydraulic pressure fluctuation is settled quickly, so that the cleaning prohibition period Ts2 in that case is shorter than the cleaning prohibition period Ts1 in the case of starting after leaving for a long time. The cleaning prohibition period can be set more appropriately because it can be set shorter.

Furthermore, in the above embodiment, the rotation input from the crankshaft 7 is transmitted to the camshafts 2 and 3 by the timing belt 9 and the cam pulleys 5 and 6, but the invention is not limited to this, and for example, a chain. Alternatively, the structure may be such that transmission is performed by a sprocket.

[0083]

As described above, according to the control device for an engine with a variable valve timing device according to the first aspect of the invention, the cleaning control means performs the cleaning operation of the hydraulic pressure adjusting valve when the engine is started. As a result, it is possible to prevent malfunction of the hydraulic pressure adjustment valve before it adversely affects the running of the vehicle. Moreover, since the cleaning operation is prohibited during the cleaning prohibition period in which the fluctuation of the hydraulic fluid pressure becomes large, it is possible to prevent abnormal noise from being generated in the rotary phase varying mechanism.

According to the second aspect of the invention, a very loud sound may be generated due to the collision between the vane of the inner rotating member and the protruding wall portion of the outer rotating member due to the fluctuation of the hydraulic pressure. It is especially effective to prohibit the cleaning operation of the pressure regulating valve and prevent the generation of abnormal noise.

In the invention according to claim 3, noise can be prevented by the stopper means before the engine is started, and the cleaning prohibition period is set so as to include a period in which the stopper means is switched to the rotation permitting state. It is possible to reliably prevent abnormal noise from being generated in the rotary phase varying mechanism.

According to the fourth aspect of the present invention, since the cleaning prohibition period is set until the set time elapses after the complete explosion state, it is possible to reliably prevent the abnormal noise generation in the rotary phase varying mechanism.

According to the fifth aspect of the present invention, by setting the cleaning prohibition period based on the engine speed, it is possible to reliably prevent abnormal noise from being generated in the rotation phase varying mechanism.

According to the sixth and seventh aspects of the present invention, when the engine is started, the cleaning operation of the hydraulic pressure regulating valve is prohibited for a predetermined period to prevent the abnormal noise from the rotational phase varying mechanism. Particularly effective effect.

According to the invention described in claim 8, when starting the engine after being left for a long time, it is possible to prevent abnormal noise from being generated due to the cleaning operation of the hydraulic pressure adjusting valve, while in other cases, the hydraulic pressure is not generated. The malfunction of the adjusting valve can be prevented more reliably.

According to the ninth aspect of the present invention, it is possible to prevent the abnormal noise from being generated due to the cleaning operation of the hydraulic pressure adjusting valve at the time of warm starting, while in other cases, the malfunction of the hydraulic pressure adjusting valve can be more reliably prevented. Can be prevented.

According to the invention of claim 10, claim 8 is provided.
Also, the same effect as the invention according to claim 9 is obtained, and the cleaning prohibition period can be set more appropriately.

[Brief description of drawings]

FIG. 1 is a top view showing a configuration of an engine E according to an embodiment of the present invention.

2 is a top view showing a configuration of an upper portion of a cylinder head of the engine E of FIG. 1. FIG.

FIG. 3 is a front view of an engine E showing a configuration of a transmission path that drives a cam pulley by a crank pulley to rotate the cam pulley in synchronization.

FIG. 4 is an explanatory view showing the arrangement of valves.

5 is a cross-sectional view taken along line VV of FIG. 1 showing the structure of VVT.

6 is a sectional view of the VVT taken along line VI-VI in FIG.

7 is a cross-sectional view of the VVT taken along the line VII-VII in FIG.

FIG. 8 is an explanatory diagram showing a configuration of an OCV and an ECU that controls its operation.

FIG. 9 is an explanatory diagram showing a configuration of a cam cap and an intermediate member.

FIG. 10 is an explanatory diagram showing a change range of valve timing.

FIG. 11 is an explanatory diagram showing an operating region of the engine corresponding to valve timing control.

FIG. 12 is a flowchart showing a procedure of cleaning prohibition control.

FIG. 13 is a time chart showing the relationship between changes in engine speed and changes in operating oil pressure in the engine start range.

FIG. 14 is a flowchart showing a procedure of cleaning control.

FIG. 15 is a flowchart showing a control procedure of modification 1 in which the procedure of the cleaning prohibition control shown in FIG. 12 is partially changed.

FIG. 16 is a view corresponding to FIG. 15 according to the second modification.

FIG. 17 is a view corresponding to FIG. 15 according to the third modification.

[Explanation of symbols]

A Engine control device E Engine 1 Cylinder head 2 Intake side camshaft 4 Bearing part 4a Bearing surface 7 Crankshaft 10 Valve timing variable device (rotational phase variable mechanism) 10a Delay angle side pressure receiving chamber (retard angle side hydraulic chamber) 10b Advance-side pressure receiving chamber (advance-side hydraulic chamber) 31 Rotor (inner rotating member) 32 Casing (outer rotating member) 44 Oil control valve (hydraulic pressure adjusting valve) 51b Hydraulic basic control unit (hydraulic control means) ) 51c cleaning control section (cleaning control means) 51d cleaning prohibition section (cleaning prohibition means) 52 intermediate members 61, 62, 63, 64 oil passages 65, 66 in the intermediate member oil passages 67, 68 in the bearing portion on the bearing surface Wheel groove (opening groove) 70 Oil passage on retard side (liquid passage in camshaft) 71 Oil passage on advancing side (liquid passage in camshaft) 80 Stopper pin (stopper means)

─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Shoji Tokuda 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (56) References JP-A-9-195805 (JP, A) JP-A-9 -250368 (JP, A) JP-A-8-28219 (JP, A) JP-A-9-287420 (JP, A) JP-A-9-209724 (JP, A) JP-A-9-291805 (JP, A) ) (58) Fields surveyed (Int.Cl. ⁷ , DB name) F02D 13/02 F01L 1/34

Claims (10)

(57) [Claims] 1. A crankshaft of an engine drives a camshaft of a valve train to synchronously rotate the camshaft, and the hydraulic fluid is supplied to advance-side or retard-side hydraulic chambers so that they are relative to each other. A rotation phase variable mechanism for changing the rotation phase of the cam shaft with respect to the crank shaft by relatively rotating the inner and outer rotation members rotatably connected to each other, and the advance side or retard side hydraulic pressure. And a hydraulic pressure adjusting valve provided in the middle of a hydraulic fluid supply path for selectively supplying hydraulic fluid to a chamber, the hydraulic pressure adjusting valve including an electromagnetic valve for adjusting the hydraulic pressure of the hydraulic fluid, and the hydraulic pressure adjusting according to the operating state of the engine. In a control device for an engine, which comprises a hydraulic control means for controlling the operation of the valve and a cleaning control means for forcibly opening and closing the hydraulic pressure adjusting valve at the time of starting the engine, after the engine has reached a complete explosion state. Before the prescribed cleaning prohibition period A control device for an engine with a variable valve timing device, which is provided with cleaning prohibiting means for prohibiting the operation control of the fluid pressure adjusting valve by the cleaning control means. 2. The inner rotating member according to claim 1, wherein the inner rotating member has a cylindrical boss portion, and a vane projecting radially outward from an outer peripheral surface of the boss portion, and the outer rotating member is the inner portion. The casing has a casing connected to the rotating member so as to be rotatable around the axis of the boss portion and connected to the rotating member, and a projecting wall portion projecting radially inward from the inner peripheral surface of the casing. Alternatively, the retard angle side hydraulic chamber is partitioned and formed in the circumferential direction alternately between the vane and the projecting wall portion, the control device for the engine with the variable valve timing device. 3. The rotation phase variable mechanism according to claim 1, further comprising stopper means for allowing or blocking relative rotation of the inner and outer rotation members, and the stopper means supplies the rotation phase variable mechanism. While the hydraulic fluid pressure is kept below a predetermined level, it is held in a rotation blocking state in which the relative rotation of the inner and outer rotary members is blocked by the biasing force of the biasing means, while the hydraulic fluid pressure increases as described above. The stopper means is configured to move against the urging force of the urging means and to be switched to a rotation permitting state that allows relative rotation of the inner and outer rotating members. A control device for an engine with a variable valve timing device, characterized in that it includes a period in which a motion blocking state is switched to a rotation permitting state. 4. The control device for an engine with a variable valve timing device according to claim 1, wherein the cleaning prohibition period is a period from when the engine is in a complete explosion state until when a set time elapses. 5. The valve timing according to claim 1, wherein the cleaning prohibition period is a period from when the engine speed becomes equal to or higher than a set speed lower than the idle speed until a set time elapses. Control device for engine with variable device. 6. The camshaft side turning member according to claim 1, wherein one of the inside and outside turning members is a camshaft side turning member that is rotationally integrally connected to an end of the camshaft. Is provided with a fluid passage communicating with the advance side or retard side hydraulic chamber. The hydraulic fluid supply passage has one end connected to the fluid passage in the cam shaft side rotation member and the other end. A camshaft internal liquid passage that opens to the camshaft outer peripheral surface, and a circumferential opening groove that is formed in the bearing surface of the bearing portion that supports the camshaft and that communicates with the opening of the camshaft internal liquid passage. A control device for an engine with a variable valve timing device. 7. The liquid passage communicating with the opening groove on the bearing surface of the bearing portion is formed in the bearing portion supporting the cam shaft, and is formed inside and connected to the bearing portion. And a fluid pressure adjusting valve is connected to the opening groove of the bearing through the fluid passage in the intermediate member. A control device for an engine with a variable valve timing device. 8. The cleaning prohibition means according to claim 1, wherein the cleaning control means prohibits the operation of the fluid pressure adjusting valve when the engine is started after being left in a stopped state for a predetermined long time. A control device for an engine with a variable valve timing device, which is configured. 9. The valve timing varying device according to claim 1, wherein the cleaning prohibiting means is configured to prohibit the operation of the fluid pressure adjusting valve by the cleaning controlling means at the time of warm starting of the engine. Engine control unit. 10. The cleaning control means according to claim 1, wherein the cleaning prohibition means is started when the engine is left in a stopped state for a predetermined long time, is started after being left for a long time, or is warm-started. It is configured to prohibit the operation of the fluid pressure adjusting valve due to, and the cleaning prohibition period at the warm start is set to be shorter than the cleaning prohibition period at the start after leaving for a long time. An engine control device with a variable valve timing device.