JP3831778B2 - Multi-degree-of-freedom valve control system - Google Patents

Multi-degree-of-freedom valve control system Download PDF

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Publication number
JP3831778B2
JP3831778B2 JP15221696A JP15221696A JP3831778B2 JP 3831778 B2 JP3831778 B2 JP 3831778B2 JP 15221696 A JP15221696 A JP 15221696A JP 15221696 A JP15221696 A JP 15221696A JP 3831778 B2 JP3831778 B2 JP 3831778B2
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valve
timing
hydraulic
signal
opening
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JPH09329009A (en
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信夫 今竹
公孝 斎藤
時男 小浜
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Toyota Motor Corp
Soken Inc
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Nippon Soken Inc
Toyota Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission And Conversion Of Sensor Element Output (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Description

【０００１】
【発明の属する技術分野】
本発明は、内燃機関における油圧式動弁装置の吸気バルブ及び排気バルブの開弁時期及び閉弁時期やリフト量を、エンジンの使用状況、負荷及び回転数に応じて任意に変化させる多自由度動弁系制御システムに関する。
【０００２】
【従来の技術】
従来、エンジンに対する要求及びエンジンの運転状況に応じて、油圧動弁系の吸気バルブ又は排気バルブの開弁時期及び閉弁時期やリフト量を制御するシステムの一例として、図３及び図４に示されるような油圧動弁系制御システムが用いられている。
【０００３】
図３及び図４に示される油圧動弁系制御システムは、油圧系のオイルポンプ１０２から供給される油圧により開弁位置及び閉弁位置の間で駆動される内燃機関の吸気バルブ又は排気バルブ１０３と、油圧シリンダ１０４と、バルブガイド１０５と、油圧系に組み込まれた、開放位置及び閉鎖位置を有する油圧制御弁１０１とを具備し、油圧制御弁１０１の開放及び閉鎖により、油圧を介してバルブ１０３の開弁時期及び閉弁時期やリフト量を制御する。
【０００４】
オイルポンプ１０２によって加圧されたオイルは、油圧制御弁１０１が閉鎖されている場合には油圧シリンダ１０４に送られ、図３に示すようにバルブ１０３は開弁位置へ移動する（下降する）。油圧制御弁１０１が開放されている場合には、加圧されたオイルは油圧制御弁１０１を通過して油圧は逃がされ、図４に示すようにバルブ１０３は閉弁位置へ移動する（上昇する）。
【０００５】
油圧動弁系制御システムでは、オイルの粘性は、バルブの開弁時期及び閉弁時期に大きな影響を及ぼすために、油圧制御弁１０１の開放時期及び閉鎖時期は、バルブ１０３の実際の開弁時期及び閉弁時期に合わせて所定の時間だけ補正される。その補正量は、油圧もしくは油温に応じて定められる。
【０００６】
【発明が解決しようとする課題】
しかしながら、油圧動弁系制御システムでは、オイルの粘性変化によるオイルの輸送遅れ、油圧シリンダとピストンの間の油密性、及びバルブガイドとバルブとの摺動抵抗の変化等が、バルブの開弁時期及び閉弁時期やリフト量に影響を及ぼすために、油圧動弁系制御システムの摩耗によるオイルの洩れ量の変化、バルブのシート部の摩耗、及びオイルへのエアの混入により、油圧及び油温補正だけではバルブの開弁時期及び閉弁時期が正確に把握できなくなり、油圧動弁系の制御が困難になる。
【０００７】
本発明は、前記課題に鑑み、エンジンの負荷や回転数に応じて、燃費、排気エミッション、出力が最適となるバルブの開弁時期及び閉弁時期やリフト量を制御するために、油圧制御弁の開放時期及び閉鎖時期と、バルブの開弁時期及び閉弁時期との関係を正確に把握する手段を提供することを目的とする。
【０００８】
更に本発明は、バルブリフトセンサを用いてバルブのリフト量を常時観察し、実際のバルブの開弁時期及び閉弁時期と、制御目標時期とのずれ時間をフィードバック補正することにより、油圧動弁系の経年劣化やオイルの状態に関わらず、常に実際のバルブの開弁時期及び閉弁時期を制御目標時期に近づける最適制御を行う手段を提供することを目的とする。
【０００９】
【課題を解決するための手段】
本発明は、前記の課題を解決するための手段として、特許請求の範囲の各請求項に記載された多自由度動弁系制御システムを提供する。
【００１０】
請求項１記載の多自由度動弁系制御システムにおいては、油圧制御弁の開閉によって作動される吸気バルブ又は排気バルブの開弁時期と閉弁時期及びバルブのリフト量が検出され、バルブの要求開弁時期に対する実際の開弁時期のずれ時間と、要求閉弁時期に対する実際の閉弁時期のずれ時間及び要求リフト量に対する実際のリフト量とのずれ量が算出される。また、油圧制御弁へ開放信号が出された時期に対するバルブの開弁時期の開弁遅れ時間と、油圧制御弁へ閉鎖信号が出された時期に対するバルブの閉弁時期の閉弁遅れ時間とが算出され、次のサイクルのバルブの実際の開弁時期を要求開弁時期に、及び次のサイクルのバルブの実際の閉弁時期を要求閉弁時期に、更に次のサイクルのバルブの実際のリフト量を要求リフト量に補正調節するために、算出されたずれ時間とずれ量、開弁遅れ時間と、閉弁遅れ時間とに従って、次のサイクルに油圧制御弁へ開放信号及び閉鎖信号が出される時期が変更される。更に、バルブリフトセンサが、吸気バルブ又は排気バルブのステムを保持して摺動案内するバルブガイドにギャップセンサとして取付けられ、一部をテーパ状に加工されたバルブステムとのギャップを、連続的に変化する磁力線として検出し、吸気バルブ又は排気バルブが開弁位置及び閉弁位置にある時期と、吸気バルブ又は排気バルブのリフト量を検出できるようにしている。
【００１１】
この場合、バルブの使用状況の変化によってバルブの開弁遅れ時間と閉弁遅れ時間及びリフト量が変化しても、前のサイクルで検出及び算出されたデータに基づいて次のサイクルのバルブ及び油圧制御弁が制御されるために、常にバルブの目標とする最適な開弁時期と閉弁時期及びリフト量が得られる。また、ギャップセンサがテーパ状に加工されたバルブステムとのギャップを連続して検出するために、単一のセンサによって、バルブの開弁時期と閉弁時期及びリフト量を検出することができる。
【００１４】
請求項2記載の多自由度動弁系制御システムにおいては、油圧に代えて空気圧が用いられるため、空気圧を供給する部分は油圧を供給する部分に比べて低い剛性の材料で製作可能になり、油圧が用いられる多自由度動弁系制御システムに比べて軽量化が図られる。
【００１５】
請求項３記載の多自由度動弁系制御システムにおいては、油圧系の油圧に代えて電磁回路の電磁力が利用され、油圧制御弁に変えて電磁コイルが用いられるため、油圧又は空気圧を供給する部分に比べて低い剛性の材料で製作可能になり、油圧又は空気圧が用いられる多自由度動弁系制御システムに比べて軽量化が図られる。
【００２１】
【発明の実施の形態】
以下、添付図面に基づき本発明の動弁系制御システムを詳細に説明する。図１は、本発明の動弁系制御システムの一つの実施形態の構成の概略を示す。図１に示すように、実施形態としての動弁系制御システムは、油圧系の油圧により開弁位置と閉弁位置との間で往復動するように駆動される内燃機関用の吸気バルブ又は排気バルブ３と、それ自体は固定されて内部の油圧ピストンによりバルブ３を駆動する油圧シリンダ４と、バルブ３のステムを保持して摺動案内するバルブガイド５と、油圧系に組み込まれて、開放位置及び閉鎖位置をとり得る油圧制御弁１と、油圧制御弁１に開放信号及び閉鎖信号を送る動弁制御ＥＣＵ（電子式制動装置）８と、吸気バルブ又は排気バルブ３が開弁位置にあるか、或いは閉弁位置にあるかという位置と、バルブ３のリフト量とを検出するバルブリフトセンサ７とを具備する。
【００２２】
図２は動弁制御ＥＣＵ（電子制御装置）から油圧制御弁に出された開放信号９１及び閉鎖信号９２を示す曲線と、バルブリフトセンサが検出したバルブの開弁時期９３及び閉弁時期９４と、リフト量９５とを示すタイムチャートである。開放信号９１が出された時期から開弁時期９３までが開弁遅れ時間９６であり、閉鎖信号９２が出された時期から閉弁時期９４までが閉弁遅れ時間９７である。
【００２３】
エンジンの負荷（アクセル開度）と回転数の信号が、（図示されない）エンジン制御ＥＣＵに入力されると、エンジン制御ＥＣＵは、メモリに予め記憶されている入力値に対応する所定の要求開弁時期と要求閉弁時期、及び所定の要求リフト量を目標値として動弁制御ＥＣＵ８に出力する。
【００２４】
続いて、動弁制御ＥＣＵ８は、所定の時期に油圧制御弁１に対して開放信号を送り出し、更に所定時間の後に、油圧制御弁１に対して閉鎖信号を送り出す。バルブリフトセンサ７は、バルブ３が実際に開弁及び閉弁した時期と、バルブ３のリフト量とを検出し、その結果を動弁制御ＥＣＵ８に送る。
【００２５】
動弁制御ＥＣＵ８は、油圧制御弁１に開放信号を送り出した時期とバルブリフトセンサ７から開弁位置検出信号を受け取った時期とから、吸気バルブ又は排気バルブ３の開弁遅れ時間を算出し、開弁位置検出信号を受け取る時期が目標開弁時期になるように、前記開弁遅れ時間と、バルブリフトセンサ７の出力から算出された前のサイクルの開弁速度とに従って、次のサイクルで開放信号を送り出す時期を補正する。更に動弁制御ＥＣＵ８は、油圧制御弁１に閉鎖信号を送り出した時期とバルブリフトセンサ７から閉弁位置検出信号を受け取った時期とから、吸気バルブ又は排気バルブ３の閉弁遅れ時間を算出し、閉弁位置検出信号を受け取る時期が目標閉弁時期になるように、前記閉弁遅れ時間と、バルブリフトセンサ７の出力から算出された前のサイクルの閉弁速度とに従って、次のサイクルで閉弁信号を送り出す時期を補正する。
【００２６】
つまり、動弁制御ＥＣＵ８は、バルブリフトセンサ７によって検出された開弁時期が要求開弁時期よりも遅い場合に、油圧制御弁１に対して開放信号を送り出す時期を早め、バルブリフトセンサ７によって検出された閉弁時期が要求閉弁時期よりも遅い場合に、油圧制御弁１に対して閉鎖信号を送り出す時期を早め、バルブリフトセンサ７によって検出された開弁時期が要求開弁時期よりも早い場合に、油圧制御弁１に対して開放信号を送り出す時期を遅くし、バルブリフトセンサ７によって検出された閉弁時期が要求閉弁時期よりも早い場合に、油圧制御弁１に対して閉鎖信号を送り出す時期を遅くする。更に動弁制御ＥＣＵ８は、バルブリフトセンサ７によって検出されたリフト量が要求リフト量よりも小さい場合に、油圧制御弁１の開放時間を長くし、バルブリフトセンサ７によって検出されたリフト量が要求リフト量よりも大きい場合に、油圧制御弁１の開放時間を短くする。
【００２７】
エンジンの作動中、エンジンの作動条件は常に変化する。油圧機構の油温が上昇して粘性が低下すると、オイルの流れが円滑になるために、油圧制御弁１の開放信号又は閉鎖信号の出された時期に対するバルブ３の開弁時期又は閉弁時期の遅れ時間は短くなる。又、油圧シリンダ４の油密性が悪化すると遅れ時間は長くなる。摩耗や熱変形によりバルブガイド５とバルブ３の摺動部の摺動抵抗が変化すると、遅れ時間は変化する。
【００２８】
しかしながら、図１に示す本発明の実施形態としての動弁系制御システムでは、エンジンの作動の間中、バルブリフトセンサ７からの出力に対する油圧制御弁１のフィードバック制御が続けられるために、常にバルブ３の最適な開弁時期及び閉弁時期と、リフト量とが得られる。なお、油圧制御弁１の開放信号及び閉鎖信号は、実際のバルブのリフト量と、バルブの開弁時期及び閉弁時期の遅れ時間を考慮して、早めに動弁制御ＥＣＵ８から発信される。
【００２９】
本発明のこの好適な実施形態では、バルブの開弁時期及び閉弁時期とリフト量とが検出されるが、他の好適な実施形態では、目的に応じて、バルブの開弁時期及び閉弁時期とリフト量とのいずれか一方のみが検出されるようにすることも可能である。
【００３０】
更に本発明のこの好適な実施形態では、バルブの駆動源として油圧が使用されているが、図示されないが、他の好適な実施形態では、油圧の代わりに、空気圧又は電磁力が使用されることも可能である。油圧の代わりに空気圧が使用される場合、油圧制御弁の代わりに空気圧制御弁が使用される。油圧の代わりに電磁力が使用される場合、油圧制御弁の代わりに電磁コイルが使用される。
【００３１】
図５〜図９は、図３のバルブ３及びバルブリフトセンサ７を拡大して示すもので、それぞれ本発明の複数の好適な実施形態を表すものである。
【００３２】
図５に示すバルブリフトセンサは、所謂ギャップセンサ３１であって、バルブガイド５に取付けられ、バルブステム３０の一部に加工して形成されたテーパ部分とのギャップを検出し、吸気バルブ又は排気バルブ３が開弁位置及び閉弁位置に配置された時期と、吸気バルブ又は排気バルブ３のリフト量を検出する。
【００３３】
図６に示すバルブリフトセンサは、ピックアップコイル４３であって、バルブガイド５に取付けられ、バルブステム３０の一部の磁化された部分又はその部分に取付けられた永久磁石４０から発生される磁力線の変化を検出し、吸気バルブ又は排気バルブ３が開弁位置及び閉弁位置に配置された時期と、吸気バルブ又は排気バルブ３のリフト量を検出する。図６に示したものでは、永久磁石４０がバルブ３のステム３０に取付けられ、ピックアップコイル４３は、バルブ３の閉弁時に永久磁石４０と最も近接する位置となるようにバルブガイド５に取付けられている。
【００３４】
図７に示すバルブリフトセンサは圧電素子５２であって、吸気バルブ又は排気バルブ３を閉弁位置の方に付勢するスプリング６の座金に取付けられ、座金によって支持されるスプリング６の付勢力を電気的に検出し、吸気バルブ又は排気バルブ３が開弁位置及び閉弁位置にある時期と、吸気バルブ又は排気バルブ３のリフト量を検出する。
【００３５】
図８に示すバルブリフトセンサもギャップセンサ３１であって、バルブガイド５に取付けられ、バルブステムの一部に形成された段付き部６１とのギャップを検出し、吸気バルブ又は排気バルブ３が開弁位置及び閉弁位置に位置する時期を検出する。ステムの段付き部６１は、閉弁時にギャップセンサ６２に最も近接するように配置される。
【００３６】
図９に示す実施形態では、吸気バルブ又は排気バルブ３が閉弁位置にあるときに導通して電気回路７３が形成され、かつ、開弁位置にあるときに遮断されて電気回路が開路するスイッチを形成することによって、吸気バルブ又は排気バルブ３が開弁位置及び閉弁位置に配置された時期を検出する。つまりバルブ３及びシリンダヘッド７２に設けられたバルブシートは電気伝導性であるから、これらを接点として利用すると、、バルブ３がシリンダヘッド７２のバルブシートに着座する際に電気回路が導通し、それによってバルブ３が閉弁位置にあることが検出される。
【図面の簡単な説明】
【図１】本発明の動弁系制御システムの一つの実施形態の概略図である。
【図２】動弁制御ＥＣＵから油圧制御弁に出された開放信号及び閉鎖信号を示す曲線と、バルブリフトセンサが検出したバルブの開弁時期及び閉弁時期と、リフト量とを示す曲線を表すグラフである。
【図３】バルブが開弁位置に配置された状態を示す、従来の動弁系制御システムの概略図である。
【図４】バルブが閉弁位置に配置された状態を示す、従来の動弁系制御システムの概略図である。
【図５】図３のバルブ及びバルブリフトセンサの拡大図である。
【図６】本発明の他の好適な実施形態を示す、図３のバルブ及びバルブリフトセンサの拡大図である。
【図７】本発明の他の好適な実施形態を示す、図３のバルブ及びバルブリフトセンサの拡大図である。
【図８】本発明の他の好適な実施形態を示す、図３のバルブ及びバルブリフトセンサの拡大図である。
【図９】本発明の他の好適な実施形態を示す、図３のバルブ及びバルブリフトセンサの拡大図である。
【符号の説明】
１…油圧制御弁
２…高圧ポンプ
３…バルブ
４…油圧シリンダ
５…バルブガイド
６…スプリング
７…バルブリフトセンサ
８…動弁制御ＥＣＵ（電子制御装置）[0001]
BACKGROUND OF THE INVENTION
The present invention provides a multi-degree-of-freedom in which the opening timing, closing timing, and lift amount of an intake valve and an exhaust valve of a hydraulic valve operating apparatus in an internal combustion engine are arbitrarily changed according to an engine use state, a load, and a rotational speed. The present invention relates to a valve train control system.
[0002]
[Prior art]
Conventionally, an example of a system for controlling the opening timing, closing timing, and lift amount of an intake valve or an exhaust valve of a hydraulic valve system in accordance with a request for an engine and an operation state of the engine is shown in FIGS. Such a hydraulic valve system control system is used.
[0003]
The hydraulic valve control system shown in FIGS. 3 and 4 is an intake valve or an exhaust valve 103 of an internal combustion engine that is driven between a valve opening position and a valve closing position by hydraulic pressure supplied from an oil pump 102 of the hydraulic system. A hydraulic cylinder 104, a valve guide 105, and a hydraulic control valve 101 having an open position and a closed position, which are incorporated in the hydraulic system. The valve opening timing and valve closing timing of 103 and the lift amount are controlled.
[0004]
The oil pressurized by the oil pump 102 is sent to the hydraulic cylinder 104 when the hydraulic control valve 101 is closed, and the valve 103 moves (lowers) to the valve open position as shown in FIG. When the hydraulic control valve 101 is opened, the pressurized oil passes through the hydraulic control valve 101 and the hydraulic pressure is released, and the valve 103 moves to the closed position as shown in FIG. To do).
[0005]
In the hydraulic valve system control system, the viscosity of the oil greatly affects the valve opening timing and valve closing timing, so the opening timing and closing timing of the hydraulic control valve 101 are the actual valve opening timing of the valve 103. And, it is corrected for a predetermined time according to the valve closing timing. The correction amount is determined according to the oil pressure or the oil temperature.
[0006]
[Problems to be solved by the invention]
However, in a hydraulic valve system control system, the delay in oil transportation due to a change in oil viscosity, the oil tightness between the hydraulic cylinder and the piston, the change in sliding resistance between the valve guide and the valve, etc. In order to influence the timing, valve closing timing and lift amount, the oil pressure and oil pressure change due to oil leakage change due to wear of the hydraulic valve system control system, wear of the valve seat, and air mixing into the oil. Only the temperature correction makes it impossible to accurately grasp the valve opening timing and valve closing timing, making it difficult to control the hydraulic valve system.
[0007]
In view of the above problems, the present invention provides a hydraulic control valve for controlling the valve opening timing, valve closing timing, and lift amount at which the fuel consumption, exhaust emission, and output are optimized in accordance with the engine load and rotation speed. It is an object of the present invention to provide means for accurately grasping the relationship between the opening timing and closing timing of the valve and the valve opening timing and valve closing timing of the valve.
[0008]
In addition, the present invention constantly monitors the valve lift amount using a valve lift sensor, and feedback corrects the deviation time between the actual valve opening timing and valve closing timing and the control target timing. It is an object of the present invention to provide means for performing optimal control that always brings the actual valve opening timing and valve closing timing close to the control target timing regardless of the aging of the system and the state of oil.
[0009]
[Means for Solving the Problems]
The present invention provides a multi-degree-of-freedom valve system control system described in each claim as a means for solving the above-mentioned problems.
[0010]
In the multi-degree-of-freedom valve control system according to claim 1, the valve opening timing and the valve closing timing and the valve lift amount of the intake valve or the exhaust valve operated by opening and closing of the hydraulic control valve are detected, and the valve request A deviation amount between an actual valve opening timing with respect to the valve opening timing, an actual valve closing timing deviation time with respect to the required valve closing timing, and an actual lift amount with respect to the required lift amount is calculated. Also, the valve opening delay time of the valve opening timing relative to the timing when the opening signal is issued to the hydraulic control valve and the valve closing timing of the valve closing timing relative to the timing when the closing signal is issued to the hydraulic control valve are The actual valve opening timing of the next cycle is calculated as the required valve opening timing, the actual valve closing timing of the valve of the next cycle is set as the required valve closing timing, and the actual valve lift of the next cycle is calculated. In order to adjust the amount to the required lift amount, an opening signal and a closing signal are sent to the hydraulic control valve in the next cycle according to the calculated deviation time and deviation amount, valve opening delay time, and valve closing delay time. The time is changed. Furthermore, a valve lift sensor is attached as a gap sensor to a valve guide that holds and slides the intake valve or exhaust valve stem, and continuously opens the gap with the valve stem that is partially tapered. This is detected as a changing magnetic force line so that the time when the intake valve or exhaust valve is in the open position and the closed position and the lift amount of the intake valve or exhaust valve can be detected.
[0011]
In this case, even if the valve opening delay time, the valve closing delay time, and the lift amount change due to changes in the valve usage, the valve and hydraulic pressure of the next cycle are based on the data detected and calculated in the previous cycle. Since the control valve is controlled, the optimum valve opening timing, valve closing timing, and lift amount, which are the valve targets, are always obtained. Further, since the gap sensor continuously detects the gap with the tapered valve stem, the valve opening timing, the valve closing timing, and the lift amount of the valve can be detected by a single sensor.
[0014]
In the multi-degree-of-freedom valve system control system according to claim 2, since air pressure is used instead of the oil pressure, the part supplying air pressure can be manufactured with a material having lower rigidity than the part supplying oil pressure, The weight can be reduced compared to a multi-degree-of-freedom valve control system using hydraulic pressure.
[0015]
In the multi-degree-of-freedom valve system control system according to claim 3, since the electromagnetic force of the electromagnetic circuit is used instead of the hydraulic pressure of the hydraulic system and the electromagnetic coil is used instead of the hydraulic control valve, hydraulic pressure or air pressure is supplied. Therefore, it is possible to manufacture with a material having a lower rigidity than that of the portion to be manufactured, and the weight can be reduced as compared with a multi-degree-of-freedom valve control system using hydraulic pressure or air pressure.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the valve train control system of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 shows an outline of the configuration of one embodiment of a valve train control system of the present invention. As shown in FIG. 1, the valve system control system as an embodiment is an intake valve or exhaust for an internal combustion engine that is driven to reciprocate between a valve opening position and a valve closing position by the hydraulic pressure of the hydraulic system. The valve 3 is fixed to the hydraulic cylinder 4 that drives the valve 3 by an internal hydraulic piston, the valve guide 5 that holds and slides the stem of the valve 3, and is incorporated into the hydraulic system to be opened. The hydraulic control valve 1 that can take a position and a closed position, a valve control ECU (electronic braking device) 8 that sends an opening signal and a closing signal to the hydraulic control valve 1, and an intake valve or an exhaust valve 3 are in the open position. Or a valve lift sensor 7 that detects the position of the valve closed position and the lift amount of the valve 3.
[0022]
FIG. 2 shows a curve indicating an opening signal 91 and a closing signal 92 output from the valve control ECU (electronic control unit) to the hydraulic control valve, and a valve opening timing 93 and a valve closing timing 94 detected by the valve lift sensor. It is a time chart which shows the lift amount 95. FIG. The valve opening delay time 96 is from the timing when the opening signal 91 is issued to the valve opening timing 93, and the valve closing delay time 97 is from the timing when the closing signal 92 is issued to the valve closing timing 94.
[0023]
When engine load (accelerator opening) and rotation speed signals are input to an engine control ECU (not shown), the engine control ECU opens a predetermined required valve corresponding to an input value stored in advance in the memory. The timing, the required valve closing timing, and the predetermined required lift amount are output to the valve control ECU 8 as target values.
[0024]
Subsequently, the valve control ECU 8 sends an opening signal to the hydraulic control valve 1 at a predetermined time, and further sends a closing signal to the hydraulic control valve 1 after a predetermined time. The valve lift sensor 7 detects the time when the valve 3 is actually opened and closed and the lift amount of the valve 3 and sends the result to the valve control ECU 8.
[0025]
The valve control ECU 8 calculates the valve opening delay time of the intake valve or the exhaust valve 3 from the time when the opening signal is sent to the hydraulic control valve 1 and the time when the valve opening position detection signal is received from the valve lift sensor 7. The valve is opened in the next cycle according to the valve opening delay time and the valve opening speed of the previous cycle calculated from the output of the valve lift sensor 7 so that the timing for receiving the valve opening position detection signal becomes the target valve opening timing. Correct the timing to send the signal. Further, the valve control ECU 8 calculates the valve closing delay time of the intake valve or the exhaust valve 3 from the timing when the closing signal is sent to the hydraulic control valve 1 and the timing when the valve closing position detection signal is received from the valve lift sensor 7. In the next cycle, according to the valve closing delay time and the valve closing speed of the previous cycle calculated from the output of the valve lift sensor 7 so that the timing for receiving the valve closing position detection signal becomes the target valve closing timing. Correct the timing to send the valve closing signal.
[0026]
In other words, when the valve opening timing detected by the valve lift sensor 7 is later than the required valve opening timing, the valve control ECU 8 advances the timing for sending the opening signal to the hydraulic control valve 1, and the valve lift sensor 7 When the detected valve closing timing is later than the required valve closing timing, the timing for sending the closing signal to the hydraulic control valve 1 is advanced, and the valve opening timing detected by the valve lift sensor 7 is earlier than the required valve opening timing. When it is early, the timing to send the opening signal to the hydraulic control valve 1 is delayed, and when the valve closing timing detected by the valve lift sensor 7 is earlier than the required valve closing timing, the hydraulic control valve 1 is closed. Delay the time to send the signal. Further, when the lift amount detected by the valve lift sensor 7 is smaller than the required lift amount, the valve control ECU 8 lengthens the opening time of the hydraulic control valve 1 and the lift amount detected by the valve lift sensor 7 is requested. When it is larger than the lift amount, the opening time of the hydraulic control valve 1 is shortened.
[0027]
During engine operation, engine operating conditions are constantly changing. When the oil temperature of the hydraulic mechanism rises and the viscosity decreases, the oil flow becomes smooth. The delay time becomes shorter. Further, when the oil tightness of the hydraulic cylinder 4 deteriorates, the delay time becomes longer. When the sliding resistance of the sliding portion of the valve guide 5 and the valve 3 changes due to wear or thermal deformation, the delay time changes.
[0028]
However, in the valve train control system according to the embodiment of the present invention shown in FIG. 1, the feedback control of the hydraulic control valve 1 with respect to the output from the valve lift sensor 7 is continued during the operation of the engine. 3 optimal valve opening and closing timings and lift amounts are obtained. The opening control signal and the closing signal of the hydraulic control valve 1 are transmitted from the valve control control ECU 8 early in consideration of the actual valve lift amount and the valve opening timing and the delay time of the valve closing timing.
[0029]
In this preferred embodiment of the present invention, the valve opening timing and valve closing timing and the lift amount are detected, but in other preferred embodiments, depending on the purpose, the valve opening timing and valve closing timing are detected. It is also possible to detect only one of the timing and the lift amount.
[0030]
Further, in this preferred embodiment of the present invention, hydraulic pressure is used as a driving source of the valve. Although not shown, in other preferred embodiments, pneumatic pressure or electromagnetic force is used instead of hydraulic pressure. Is also possible. When air pressure is used instead of oil pressure, a pneumatic control valve is used instead of the hydraulic control valve. When electromagnetic force is used instead of hydraulic pressure, an electromagnetic coil is used instead of the hydraulic control valve.
[0031]
5 to 9 show the valve 3 and the valve lift sensor 7 of FIG. 3 in an enlarged manner, and each represent a plurality of preferred embodiments of the present invention.
[0032]
The valve lift sensor shown in FIG. 5 is a so-called gap sensor 31 which is attached to the valve guide 5 and detects a gap with a tapered portion formed by machining a part of the valve stem 30 to detect an intake valve or an exhaust valve. The timing when the valve 3 is arranged at the valve opening position and the valve closing position and the lift amount of the intake valve or the exhaust valve 3 are detected.
[0033]
The valve lift sensor shown in FIG. 6 is a pickup coil 43 which is attached to the valve guide 5 and has a magnetic field generated from a magnetized part of the valve stem 30 or a permanent magnet 40 attached to the part. The change is detected, and the time when the intake valve or exhaust valve 3 is arranged at the valve opening position and the valve closing position and the lift amount of the intake valve or exhaust valve 3 are detected. In the case shown in FIG. 6, the permanent magnet 40 is attached to the stem 30 of the valve 3, and the pickup coil 43 is attached to the valve guide 5 so as to be in a position closest to the permanent magnet 40 when the valve 3 is closed. ing.
[0034]
The valve lift sensor shown in FIG. 7 is a piezoelectric element 52, which is attached to the washer of the spring 6 that urges the intake valve or the exhaust valve 3 toward the closed position, and the urging force of the spring 6 supported by the washer. Electrical detection is performed to detect the time when the intake valve or exhaust valve 3 is in the open position and the closed position, and the lift amount of the intake valve or exhaust valve 3.
[0035]
The valve lift sensor shown in FIG. 8 is also a gap sensor 31 and is attached to the valve guide 5 to detect a gap with a stepped portion 61 formed in a part of the valve stem, and the intake valve or the exhaust valve 3 is opened. Detect the timing when the valve position and the valve closing position. The stem stepped portion 61 is disposed closest to the gap sensor 62 when the valve is closed.
[0036]
In the embodiment shown in FIG. 9, the switch is turned on to form an electric circuit 73 when the intake valve or the exhaust valve 3 is in the valve closing position, and is cut off when the valve is in the valve opening position to open the electric circuit. Is formed to detect the time when the intake valve or the exhaust valve 3 is disposed at the valve opening position and the valve closing position. In other words, since the valve seats provided on the valve 3 and the cylinder head 72 are electrically conductive, if they are used as contacts, the electrical circuit is conducted when the valve 3 is seated on the valve seat of the cylinder head 72, By this, it is detected that the valve 3 is in the closed position.
[Brief description of the drawings]
FIG. 1 is a schematic view of one embodiment of a valve train control system of the present invention.
FIG. 2 is a curve showing an opening signal and a closing signal output from a valve control ECU to a hydraulic control valve, and a curve showing a valve opening timing and valve closing timing detected by a valve lift sensor, and a lift amount; It is a graph to represent.
FIG. 3 is a schematic view of a conventional valve operating system control system showing a state in which a valve is disposed at a valve opening position.
FIG. 4 is a schematic view of a conventional valve operating system control system showing a state where a valve is disposed at a valve closing position.
FIG. 5 is an enlarged view of the valve and valve lift sensor of FIG. 3;
6 is an enlarged view of the valve and valve lift sensor of FIG. 3, showing another preferred embodiment of the present invention.
7 is an enlarged view of the valve and valve lift sensor of FIG. 3, showing another preferred embodiment of the present invention.
8 is an enlarged view of the valve and valve lift sensor of FIG. 3, illustrating another preferred embodiment of the present invention.
FIG. 9 is an enlarged view of the valve and valve lift sensor of FIG. 3, showing another preferred embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Hydraulic control valve 2 ... High pressure pump 3 ... Valve 4 ... Hydraulic cylinder 5 ... Valve guide 6 ... Spring 7 ... Valve lift sensor 8 ... Valve control ECU (electronic control unit)

Claims (3)

油圧系の油圧により開弁位置及び閉弁位置の間で駆動される内燃機関の吸気バルブ又は排気バルブと、
前記油圧系に組み込まれて、開放位置及び閉鎖位置をとり得る油圧制御弁と、
前記油圧制御弁に開放信号及び閉鎖信号を送る制御部と、
前記制御部に電気的に結合された、前記吸気バルブ又は排気バルブが前記開弁位置及び前記閉弁位置に配置された時期と、前記吸気バルブ又は排気バルブのリフト量を検出するバルブリフトセンサと、を具備する多自由度動弁系制御システムにおいて、
前記制御部が、前記油圧制御弁に前記開放信号を送り出した時期と前記バルブリフトセンサから開弁位置検出信号を受け取った時期とから、前記開放信号を送り出した時期に対する前記開弁位置信号を受け取った時期のずれ時間を算出し、前記油圧制御弁の次の開閉サイクルの際に、前記ずれ時間分だけ補正した時期に、前記油圧制御弁に開放信号を送り出すようにし、また
前記制御部が、前記油圧制御弁に前記閉鎖信号を送り出した時期と前記バルブリフトセンサから閉弁位置信号を受け取った時期とから、前記閉鎖信号を送り出した時期に対する前記閉弁位置信号を受け取った時期のずれ時間を算出し、前記油圧制御弁の次の開閉サイクルの際に、前記ずれ時間分だけ補正した時期に、前記油圧制御弁に閉鎖信号を送り出すようにし、かつ
前記制御部が、前記バルブリフトセンサに検出された前記油圧制御弁のリフト量が、要求リフト量とずれている場合に、前記油圧制御弁の次の開閉サイクルの際に、前記油圧制御弁の開放時間を調整して、リフト量のずれ量を補正するようにすると共に、
前記バルブリフトセンサが、前記吸気バルブ又は排気バルブのステムを保持して摺動案内するバルブガイドにギャップセンサとして取付けられ、一部をテ―パ状に加工された前記バルブステムとのギャップを、連続的に変化する磁力線として検出し、前記吸気バルブ又は前記排気バルブが前記開弁位置及び閉弁位置にある時期と、前記吸気バルブ又は前記排気バルブのリフト量を検出することができるようにしたことを特徴とする多自由度動弁系制御システム。An intake valve or an exhaust valve of an internal combustion engine driven between a valve open position and a valve close position by the hydraulic pressure of the hydraulic system;
A hydraulic control valve incorporated in the hydraulic system and capable of taking an open position and a closed position;
A controller for sending an open signal and a close signal to the hydraulic control valve;
A valve lift sensor that is electrically coupled to the control unit and detects a lift amount of the intake valve or the exhaust valve; a timing when the intake valve or the exhaust valve is disposed at the valve opening position and the valve closing position; In a multi-degree-of-freedom valve system control system comprising:
The control unit receives the valve opening position signal with respect to the timing when the opening signal is sent out from the timing when the opening signal is sent to the hydraulic control valve and the timing when the valve opening position detection signal is received from the valve lift sensor. The time difference is calculated, and at the time of the next opening / closing cycle of the hydraulic control valve, an opening signal is sent to the hydraulic control valve at a time corrected by the time difference, and the control unit A time difference between the timing at which the closing signal is sent to the hydraulic control valve and the timing at which the closing position signal is received from the valve lift sensor, and the timing at which the closing position signal is received with respect to the timing at which the closing signal is sent. In the next opening / closing cycle of the hydraulic control valve, a closing signal is sent to the hydraulic control valve at the time corrected by the deviation time. When the lift of the hydraulic control valve detected by the valve lift sensor deviates from the required lift amount, the control unit performs the hydraulic control valve during the next opening / closing cycle of the hydraulic control valve. Adjust the opening time of the to correct the amount of lift deviation,
The valve lift sensor is attached as a gap sensor to a valve guide that slides and guides the intake valve or exhaust valve stem, and a gap with the valve stem that is partially machined into a taper shape. Detected as lines of magnetic force that change continuously, so that the timing when the intake valve or the exhaust valve is in the open position and the closed position and the lift amount of the intake valve or the exhaust valve can be detected. A multi-degree-of-freedom valve system control system. 請求項１に記載の多自由度動弁系制御システムにおいて、油圧に代えて空気圧を用いたことを特徴とする多自由度動弁系制御システム。2. The multi-degree-of-freedom valve system control system according to claim 1 , wherein air pressure is used instead of oil pressure. 請求項１に記載の多自由度動弁系制御システムにおいて、油圧系の油圧に代えて電磁回路の電磁力を利用し、油圧制御弁に代えて電磁コイルを用いるようにしたことを特徴とする多自由度動弁系制御システム。The multi-degree-of-freedom valve system control system according to claim 1 , wherein electromagnetic force of an electromagnetic circuit is used instead of hydraulic pressure of a hydraulic system, and an electromagnetic coil is used instead of a hydraulic control valve. Multi-degree-of-freedom valve system control system.
JP15221696A 1996-06-13 1996-06-13 Multi-degree-of-freedom valve control system Expired - Fee Related JP3831778B2 (en)

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