JP4871239B2 - Variable valve operating device for internal combustion engine for vehicle - Google Patents

Description

  The present invention relates to a variable valve operating apparatus for an internal combustion engine in which a valve characteristic of at least one of an intake valve and an exhaust valve is changed by a variable valve mechanism.

In Patent Document 1, in a variable valve mechanism that continuously changes the lift characteristic of an intake valve according to the rotational position of a control shaft, an internal combustion engine is operated in a predetermined learning operation mode in response to an external learning command signal. Then, during this learning operation mode, the variable valve mechanism is operated so that the lift characteristic is minimized, and the output reference position of the control axis sensor is based on the output of the control axis sensor that detects the rotational position of the control axis. It is described to correct or learn.
JP 2005-299578 A

However, since the conventional technique needs to input a learning command signal from the outside, a special tool or the like must be prepared in advance, and the work is troublesome.
The present invention has been made paying attention to such problems, and in particular, when a sensor is mounted or replaced, the variable valve mechanism can be operated to a certain reference state without using a special tool. It is an object of the present invention to provide a variable valve operating apparatus for an internal combustion engine.

Therefore, a variable valve operating apparatus for an internal combustion engine according to the present invention is a variable valve operating apparatus for an internal combustion engine for a vehicle that changes the valve characteristic of at least one of an intake valve and an exhaust valve by a variable valve mechanism, and the engine is stopped . When the power supply of the on-vehicle electrical component is turned on, if a state in which the electrical connection is released is detected for a plurality of components at the same time, then the variable valve mechanism is operated to a predetermined reference state. Features.

According to the variable valve apparatus of an internal combustion engine according, for example, at the time and replacement attachment of the sensor, the operator, even without using a special tool, the fault relates equal to the plurality of parts removing the plurality of components of the connector (the electrical The variable valve mechanism can be operated to a predetermined reference state, for example, a state in which sensor output adjustment is performed, by simply generating a state in which the general connection is released . For this reason, there exists an effect that workability | operativity at the time of attachment or replacement | exchange of a sensor can be improved.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a system configuration diagram of a vehicle internal combustion engine (engine) to which a variable valve operating apparatus according to the present invention is applied. In FIG. 1, an electronic control throttle 104 that opens and closes a throttle valve 103 b by a throttle motor 103 a is interposed in an intake pipe 102 of the internal combustion engine 101, and inside the combustion chamber 106 via the electronic control throttle 104 and the intake valve 105. Air (fresh air) is inhaled.

  An electromagnetic fuel injection valve 131 is provided in the intake port 130 on the upstream side of the intake valve 105 of each cylinder. The fuel injection valve 131 is opened by an injection pulse signal output from an engine control module (ECM) 114 described later, and injects fuel adjusted to a predetermined pressure. An air-fuel mixture is formed in the combustion chamber 106 by the fuel injected from the fuel injection valve 131 and the intake air.

The air-fuel mixture formed in the combustion chamber 106 is ignited and burned by a spark plug (not shown). The combustion exhaust is discharged from the combustion chamber 106 through the exhaust valve 107, purified by the front catalyst 108 and the rear catalyst 109, and then released into the atmosphere.
The exhaust valve 107 is opened and closed by a cam 111 provided on the exhaust camshaft 110 while keeping the valve characteristics (valve lift amount, valve operating angle and valve timing) constant. On the other hand, the intake valve 105 is controlled by a variable lift mechanism (VEL-Variable valve Event and Lift-mechanism) 112 and a variable valve timing mechanism (VTC-Variable Timing Control-mechanism) 113 so that the valve characteristics (valve lift amount, valve operating angle and Valve timing) is variable.

  The VEL mechanism 112 is a mechanism that continuously varies the maximum valve lift amount of the intake valve 105 together with the valve operating angle. When the maximum valve lift amount is increased (decreased), the valve operating angle is increased accordingly ( Decrease). The VTC mechanism 113 is a mechanism that continuously changes the central phase of the valve operating angle of the intake valve 105 by changing the rotational phase of an intake valve drive shaft 3 to be described later with respect to the crankshaft 120.

  Various controls (fuel injection control, ignition timing control, etc.) of the internal combustion engine 101 and drive control of the VTC mechanism 113 are executed by the ECM 114. Therefore, the ECM 114 includes an air flow meter 201 that detects the intake air amount of the engine 101, an accelerator opening sensor 202 that detects the amount of depression of the accelerator pedal, a crank angle sensor 203 that detects a crank rotation signal from the crankshaft 120, a throttle A throttle sensor 204 for detecting the opening degree of the valve 103b, a water temperature sensor 205 for detecting the coolant temperature of the engine 101, and a detected portion provided on a signal plate supported by an intake valve drive shaft 3 described later to detect the intake air A detection signal is input from a cam sensor 128 (see FIG. 2) that outputs a cam signal for each reference rotational position of the valve drive shaft 3.

Here, each of the sensors, the electronic control throttle 104, and the like are connected to the ECM 114 via a connector (not shown). If the ECM 114 is disconnected, a failure of the component is detected. (Disconnection failure or short circuit failure) is detected.
On the other hand, drive control of the VEL mechanism 112 is executed by a VEL controller 115 provided so as to be able to communicate with the ECM 114. The VEL controller 115 will be described later.

FIG. 2 is a perspective view mainly showing the structure of the VEL mechanism 112. However, this is merely an example, and the present invention is not limited to this structure.
In the present embodiment, the engine 101 has a pair of intake valves 105, 105 for each cylinder, and an intake valve drive shaft 3 that is rotationally driven by the crankshaft 120 is above the intake valve 105 along the cylinder row direction. And is rotatably supported. A swing cam 4 that contacts the valve lifter 105a of the intake valve 105 and opens and closes the intake valve 105 is fitted on the intake valve drive shaft 3 so as to be relatively rotatable. The VEL mechanism 112 continuously changes the maximum valve lift amount and the valve operating angle of the intake valve 105 by changing the posture of the swing cam 4. In FIG. 2, the VEL mechanism 112 is illustrated only for one of the pair of intake valves 105 and 105, and the other is omitted. The VTC mechanism 113 is disposed at one end of the intake valve drive shaft 3.

  As shown in FIG. 2 and FIG. 3 which is a partial cross-sectional view of the VEL mechanism 112, the VEL mechanism 112 includes a circular drive cam 11 that is eccentrically fixed to the intake valve drive shaft 3 and a fixed drive cam 11. A ring-shaped link 12 that is externally fitted so as to be relatively rotatable, a control shaft 13 that extends substantially parallel to the intake valve drive shaft 3 in the cylinder row direction, and a circular control cam 14 that is fixedly provided eccentrically to the control shaft 13. And a rocker arm 15 which is externally fitted to the control cam 14 so as to be relatively rotatable and has one end connected to the tip of the ring-shaped link 12, and a rod-like link connected to the other end of the rocker arm 15 and the swing cam 4. 16 and.

  The control shaft 13 is rotationally driven via a gear train 18 by a motor (actuator) 17. When the movable side stopper 13a provided integrally with the control shaft 13 contacts a fixed side stopper (not shown) provided on the cylinder head or the like, the minimum lift position / minimum operating angle position are set in advance. The corresponding angular position is reached, and further rotation in the direction of decreasing the lift amount / operating angle is restricted. A stopper mechanism composed of such a movable side stopper and a fixed side stopper may be provided on the maximum lift side.

With such a configuration, when the intake valve drive shaft 3 rotates in conjunction with the crankshaft 120, the ring-shaped link 12 moves substantially in translation through the drive cam 11, and the rocker arm 15 moves around the axis of the control cam 14. The swing cam 4 swings through the rod-shaped link 16 and the intake valve 105 is driven to open and close.
Further, by controlling the drive of the motor 17 (actuator) to change the rotation angle of the control shaft 13, the axial position of the control cam 14 serving as the rocking center of the rocker arm 15 is changed, and the posture of the rocking cam 4 is changed. Changes. As a result, the valve lift amount and the operating angle of the intake valve 105 continuously change while the central phase of the operating angle remains substantially constant.

  A detection signal from an angle sensor 127 that detects the rotation angle of the control shaft 13 is input to the VEL controller 115. The VEL controller 115 makes the rotation angle of the control shaft 13 (corresponding to the actual valve characteristics) detected by the angle sensor 127 coincide with the target angle (corresponding to the target valve characteristics) corresponding to the operating state of the engine 101. The motor 17 is feedback controlled (normal control mode). In this embodiment, a non-contact side rotation angle sensor is used as the angle sensor 127. Specifically, for example, as disclosed in Japanese Patent Application Laid-Open No. 2003-194580, it has a magnet attached to the end of the control shaft 13 and a magnetoelectric conversion means arranged to face the outer peripheral surface of the magnet. The sensor is configured to detect the rotation angle of the control shaft 13 based on the change in magnetic flux accompanying the rotation of the control shaft 13. However, the present invention is not limited to this. For example, a contact-type rotation angle sensor using a potentiometer may be used.

FIG. 4 shows the structure of the VEL controller 115.
In FIG. 4, the battery voltage is supplied to the VEL controller 115 and the power is supplied to the CPU 302 via the power supply circuit 301. The power supply voltage from the power supply circuit 301 is supplied to the angle sensor 127 via the buffer circuit 303, and the output (detection signal) of the angle sensor 127 is read into the CPU 302 via the input circuit 304.

In this embodiment, the angle sensor is provided in double (127a, 127b), and the input circuit is also in two systems (304a, 304b) corresponding to this.
A motor drive circuit 305 that drives a motor (electric actuator) 17 includes a pulse width modulation signal PWM in the forward direction, a port output, and a reverse direction in order to drive the motor in the forward direction and the reverse direction. Pulse width modulation signal PWM and port output are input. The battery voltage is supplied to the motor drive circuit 305 via the relay circuit 306. The relay circuit 306 is ON / OFF driven by a relay drive circuit 307 controlled by the port output of the CPU 302.

In addition, the VEL controller 115 includes a current detection circuit (drive current detection unit) 308 that detects the drive current of the motor 17 and a communication circuit 309 that performs communication with the ECM 114.
Here, each component such as the angle sensors 127a and 127b, the motor 17, and the relay circuit 306 is connected to the VEL controller 115 via a connector or the like. The VEL controller 115 includes these components and their connectors. If is off, a failure of the part (disconnection failure or short-circuit failure) is detected.

Here, for example, when the angle sensor 127 is attached or replaced in a maintenance shop or the like, the motor 17 is driven to bring the VEL mechanism 112 into a predetermined reference state, that is, the control shaft 13 of the VEL mechanism 112 is set to a predetermined reference position. It is necessary to adjust the output of the angle sensor 127 after moving. If the movement to the reference position is performed with a special tool as in the prior art, the operation becomes troublesome.
Therefore, in this embodiment, when a failure related to a plurality of predetermined parts is detected simultaneously while the engine 101 is stopped, the VEL controller 115 controls the motor 17 regardless of the output of the angle sensor 127 to control the control shaft. By configuring 13 to move to a predetermined reference position, the VEL mechanism 112 is operated to a predetermined reference state when the angle sensor 127 is attached or replaced without using a special device such as a special tool. It can be done. Here, the condition that failures related to a plurality of predetermined parts are detected at the same time is a state that cannot normally occur unless it is intentionally generated. By doing so, the influence on other controls and the like is eliminated.

  Specifically, the operator removes the object to be replaced and the angle sensor 127 when replacing the angle sensor 127 before attaching the angle sensor 127 when attaching the angle sensor 127, and relays that are power system components of the motor 17. The circuit 306 is removed from the VEL controller 115. In this state, an ignition key (not shown) is set to the accessory power supply position (ACC position), and the power of the vehicle-mounted electrical components is turned on without starting the engine 101. At this time, since the connector of the angle sensor 127 and the relay circuit 306 are disconnected, the VEL controller 115 causes a failure related to the angle sensor 127 and the relay circuit 306 as a plurality of predetermined parts (that is, the operator intentionally generated the failure). Fault). When the VEL controller 115 simultaneously detects a failure related to the angle sensor 127 and the relay circuit 306, the VEL controller 115 sets a reference state control flag fp described later (fp = 1) and writes this in a predetermined area of a non-volatile memory (not shown).

  Thereafter, the operator turns off the ignition key, attaches the angle sensor 127, attaches the relay circuit 306 to the VEL controller 115, and sets the ignition key to the ACC position again. Then, the VEL controller 115 checks whether or not the reference state control flag fp is set, and if the reference state control flag fp is set and the troubles related to the angle sensor 127 and the relay circuit 306 are resolved, Reference state control is executed by driving 17 to rotate the control shaft 13 to a predetermined reference position (operating the VEL mechanism 112 to a predetermined reference state) (reference state control mode). When it is confirmed that the control shaft 13 has rotated to the reference position, the VEL controller 115 cancels the reference state control flag fp (fp = 0) and adjusts the output of the angle sensor 127. Such output adjustment mainly adjusts the electric potential characteristic of the output of the angle sensor 127, but instead, the operator may manually adjust the mounting position and the electric characteristic of the angle sensor 127. Good.

FIG. 5 is a flowchart showing the first embodiment of the reference state control executed by the VEL controller 115. This flow is started when the ignition key is operated to the ACC position.
In step S1, it is confirmed that the reference state control flag fp is not set (fp = 0). If fp = 0 and the reference state control flag is not set, the process proceeds to step S2, and if fp = 1, the process proceeds to step S4. The reference state control flag fp is set in step S3 described later.

In step S2, it is determined whether or not a failure relating to a plurality of components, in the present embodiment, a failure relating to the angle sensor 127 and the relay circuit 306 has been detected. If a failure relating to the angle sensor 127 and the relay circuit 306 is detected, the process proceeds to step S3, and if only one of the failures is detected or if no failure is detected, this flow ends.
In step S3, a failure alarm control signal for notifying the failure of the angle sensor 127 and the relay circuit 306 by a predetermined display or sound is output to the ECM 114, and the failure of the angle sensor 127 and the relay circuit 306 is simultaneously detected. The state control flag fp = 1 is set and stored. As described above, since the flag is written in a predetermined area of the nonvolatile memory, the flag is retained even when the ignition key is turned off.

In step S4, it is determined whether or not the failure relating to the plurality of components, that is, the failure relating to the angle sensor 127 and the relay circuit 306 has been eliminated. If it has been resolved, the process proceeds to step S5, and if not resolved, the process proceeds to step S9.
In step S5, the motor 17 is controlled to rotate the control shaft 13 in the direction in which the valve lift amount decreases, and the reference state control for forcibly rotating to the minimum lift position (reference position) regulated by the stopper mechanism is started. . As a result, the VEL mechanism 112 is operated to a state where the valve lift amount is minimized (reference state). Here, the motor control is performed regardless of the detection signal (output) of the angle sensor 127, and specifically, a predetermined operation amount (current or voltage) set in advance is output to the motor 17.

  In step S6, it is determined whether or not the control shaft 13 has rotated to the minimum lift position, that is, whether or not the VEL mechanism 112 has entered the reference state. If it is determined that the control shaft 13 is rotated to the minimum lift position and the VEL mechanism 112 is in the reference state, the process proceeds to step S7. This determination is made, for example, based on whether or not the driving time of the motor 17 has passed a predetermined time. However, the present invention is not limited to this. The motor torque is monitored, and when the motor torque changes suddenly, it is determined that the motor has rotated to the minimum lift position, or when the output of the angle sensor 127 stably shows a constant value. It may be determined that the motor has been rotated to the lift position.

In step S7, since the control shaft 13 has rotated to the minimum lift position, the motor 17 is turned off to end the reference state control, and the reference state control flag fp is released (fp = 0).
In step S8, the output of the angle sensor 127 is adjusted. Specifically, the output of the angle sensor 127 is read, and the read output of the angle sensor 127 is compared with a standard output (for example, a design value) at a preset minimum lift position. If there is such a deviation, the output of the angle sensor 127 is shifted and adjusted so that it falls within a predetermined range including the standard output. Then, when the output adjustment of the angle sensor 127 is finished, this flow is finished. Here, it is preferable to inform the operator that the output adjustment of the sensor is completed by a predetermined display or sound.

  In step S9, a failure alarm control signal is output to the ECM 114 informing the failure of the component (the angle sensor 127 or / and the relay circuit 306) whose failure has not been eliminated. However, in this case, since failures are continuously detected, it is preferable that the failure alarm control signal output in step S3 is different. For example, in step S3, a failure alarm control signal for blinking a predetermined portion of a display unit (not shown) may be used, and in step S9, a failure alarm control signal for lighting the predetermined portion may be used.

  FIG. 6 is a time chart of the reference state control according to the first embodiment. This time chart is when the reference state control flag fp is set. The operator has already disconnected the connector of the angle sensor 127 and the relay circuit 306 from the VEL controller 115 to set the ignition key to the ACC position. The ignition key is turned off and the connector of the angle sensor 127 and the relay circuit 306 are connected to the VEL controller 115.

  When the operator operates the ignition key to turn on the power of the electrical component (ACC position) (t1), the reference state control flag fp is read from the nonvolatile memory (t2). In this case, since the reference state flag fp is set, the normal state is switched to the state for performing the reference state control, and the built-in timer is started (ON). Then, after a predetermined delay time (tdly) has elapsed, an operation amount is output to the motor 17 (t3). At this time, the operation amount is gradually increased to a predetermined value. As a result, the control shaft 13 starts to rotate in the direction in which the valve lift amount decreases.

  Thereafter, when a predetermined time (ts) elapses after the operation amount reaches a predetermined value (t4), it is determined that the control shaft 13 has rotated to the minimum lift position, and the operation amount is gradually decreased to drive the motor 17. The timer is stopped (t5), the timer is cleared (OFF), and the output of the angle sensor 127 is adjusted. When the output adjustment of the angle sensor 127 is finished, the operator turns off the ignition key and finishes the attachment or replacement work of the angle sensor 127 (t6).

  In the embodiment described above, the VEL mechanism 112 corresponds to the “variable valve mechanism” of the present invention, the angle sensor 127 corresponds to the “sensor” of the present invention, and the motor 17 corresponds to the “actuator” of the present invention. The relay circuit 306 corresponds to the “power supply system component of the actuator” of the present invention. Further, the VEL controller 115 functions as an “actuator control unit”, a “failure detection unit”, and a “sensor output adjustment unit” of the present invention.

  According to this embodiment, when a failure relating to the angle sensor 127 and the relay circuit 306, which are components related to the operation of the VEL mechanism 112, is detected at the same time when the engine 101 is stopped, the VEL controller 115 (step S2). After the failure of the relay circuit 306 is resolved, the motor 17 is controlled regardless of the output of the angle sensor 127 to rotate the control shaft 13 to the minimum lift position (reference position) (steps S4 and S5). For this reason, for example, when the angle sensor 127 is attached or replaced, the operator can remove the connectors or parts themselves and use the VEL mechanism 112 without intentional use. The reference state (position) for adjusting the output of the angle sensor 127 can be operated. Here, since the failure of the angle sensor 127 and the relay circuit 306 is set as the execution condition of the reference position control, the operator only has to remove the relay circuit 306 from the VEL controller 115 substantially, and the additional work can be reduced.

Further, since the reference state is set to the minimum lift position where the rotation of the control shaft 13 is restricted by the stopper mechanism, the position variation is suppressed and the operation amount of the motor 17 can be reduced, and the power consumption can be reduced.
Further, it is determined that the control shaft 13 has been rotated to the minimum lift position when a predetermined time (ts) has elapsed since the operation amount output to the motor 17 is gradually increased to reach a predetermined value. It is possible to make a more reliable and stable determination by eliminating variations due to operation delay and the like.

Furthermore, since the operation amount is gradually reduced when the predetermined time (ts) elapses, it is possible to suppress the rotational position of the control shaft 13 from being shifted due to the bending of the stopper mechanism or the like.
Furthermore, since the output of the angle sensor 127 is adjusted after the control shaft 13 has rotated to the minimum lift position, a series of processes required when the angle sensor 127 is attached or replaced can be completed, improving workability. To do.

  Here, in the above-described embodiment, the failure of the angle sensor 127 and the relay circuit 306 is set as the execution condition of the reference state control, but is not limited thereto. A connector or a component that can be easily removed may be selected as appropriate. For example, in addition to these faults or in place of any one of the faults, a fault of the motor 17 that is a component related to the operation of the VEL mechanism 112 may be used. In this case, the operator removes the connector of the motor 17 from the VEL controller 115.

  In the above embodiment, the VEL controller 115 adjusts the output of the angle sensor 127, but the operator may adjust the sensor output by manually adjusting the mounting position of the angle sensor 127. In this case, in step S8, instead of adjusting the sensor output, it is predetermined that the control shaft 13 has rotated to the minimum lift position, that is, the VEL mechanism 112 has entered the reference state for adjusting the sensor output. It is preferable to notify by means of display or sound.

  Furthermore, the reference state control mode is executed when the operator operates the ignition key to the ACC position. Instead, the engine 101 is cranked by the starter motor or the like with the ignition key turned ON. In this case, the reference state control mode may be executed. In this case, in the case of simultaneous failure of a plurality of predetermined parts, that is, simultaneous failure of the angle sensor 127 and the relay circuit 306, it is sufficient to allow the engine 101 to be cranked, compared to the case of the ACC position. The driving load of the motor 17 during the reference state control can be reduced.

When the angle sensor 127 is replaced, when the angle sensor 127 can be attached and detached only when the control shaft 13 is at the minimum lift position, the connector of the angle sensor 127 and the motor 17 is first disconnected. Then, the control shaft 13 may be rotated to the minimum lift position, and then the angle sensor 127 may be replaced.
Next, a second embodiment of the reference state control executed by the VEL controller 115 will be described. In this embodiment, a fault related to a plurality of components other than the components related to the operation of the VEL mechanism 112 is detected and the reference state control is executed. In this case, since the operation of the VEL mechanism 112 can be performed as it is, when attaching or exchanging the angle sensor 127, the operator first attaches or exchanges the angle sensor 127, and then, a plurality of predetermined parts. And the ignition key may be set to the ACC position. In addition, it is assumed that the failure of all the parts from which the connector is removed disappears in one trip, that is, the failure diagnosis result is cleared by turning off the ignition.

FIG. 7 is a flowchart showing a second embodiment of the reference state control executed by the VEL controller 115. This flow is started when the ignition key is operated to the ACC position.
In step S11, it is determined whether or not a failure relating to a plurality of components, in this embodiment, a failure relating to the air flow meter 201 and the electronic control throttle 104 has been detected. This determination is performed based on the failure diagnosis result input from the ECM 114. If a failure relating to the air flow meter 201 and the electronic control throttle 104 is detected, the process proceeds to step S12, and only one of the failures is detected. Alternatively, if no failure is detected, this flow ends. When a failure of at least one of the air flow meter 201 and the electronic control throttle 104 is detected, the ECM 114 notifies the operator or the like by a predetermined display or sound.

  In step S12, as in step S5 (FIG. 5) in the first embodiment, the motor 17 is controlled to rotate the control shaft 13 in the direction in which the valve lift amount decreases, and the minimum lift position regulated by the stopper mechanism. Reference state control for forcibly rotating to (reference position) is started. As a result, the VEL mechanism 112 is operated to a state where the valve lift amount is minimized (reference state).

In step S13, as in step S6, it is determined whether or not the control shaft 13 has rotated to the minimum lift position, that is, whether or not the VEL mechanism 112 has entered the reference state. If it is determined that the control shaft 13 is rotated to the minimum lift position and the VEL mechanism 112 is in the reference state, the process proceeds to step S14.
In step S14, the output of the angle sensor 127 is adjusted. Specifically, the output of the angle sensor 127 is read, and the read output of the angle sensor 127 is compared with a standard output (for example, a design value) at a preset minimum lift position. If there is such a deviation, the output of the angle sensor 127 is shifted and adjusted so that it falls within a predetermined range including the standard output. Here, it is preferable to inform the operator that the output adjustment of the sensor is completed by a predetermined display or sound.

When the output adjustment of the angle sensor 127 is completed, the operator turns off the ignition key, connects the connectors of the removed parts (that is, the air flow meter 201 and the electronic control throttle 104), and Finish the installation or replacement work.
FIG. 8 is a time chart of the reference state control according to the second embodiment. Here, the angle sensor 127 has already been attached or replaced (connector is connected to the VEL controller 115), and the connector of the air flow meter 201 and the electronic control throttle 104 has been disconnected from the ECM 114 by the operator.

  When the operator operates the ignition key to turn on the power of the electrical component (t1), the failure of the air flow meter 201 and the electronic control throttle 104 is detected at the same time (t2). Then, the VEL controller 115 permits execution of the reference state control field, and outputs a predetermined operation amount to the motor 17 after a predetermined delay time has elapsed (t3). As in the first embodiment, the operation amount is gradually increased to a predetermined value. As a result, the control shaft 13 starts to rotate in the direction in which the valve lift amount decreases.

Thereafter, when a predetermined time (ts) elapses after the operation amount reaches a predetermined value (t4), it is determined that the control shaft 13 has rotated to the minimum lift position, and the operation amount is gradually decreased to drive the motor 17. Stop (t5) and adjust the output of the angle sensor 127.
When the output adjustment of the angle sensor 127 is completed, the operator turns off the ignition key (t6). By turning off this ignition key, the failure diagnosis results of the air flow meter 201 and the electronic control throttle 104 are also cleared.

  According to the second embodiment, similarly to the first embodiment, when the engine 101 is stopped, a plurality of parts other than the parts related to the operation of the VEL mechanism 112, that is, failures related to the air flow meter 201 and the electronic control throttle 104 are simultaneously caused. When detected (step S11), the motor 17 is controlled regardless of the output of the angle sensor 127 to rotate the control shaft 13 to the minimum lift position (reference position) (step S12). For this reason, as in the first embodiment, for example, when the angle sensor 127 is attached or replaced, the operator simply removes these connectors and intentionally causes a failure without using a special tool. The VEL mechanism 112 can be operated to a reference state (position) for adjusting the output of the angle sensor 127. In particular, it is advantageous in terms of workability when the connectors of the air flow meter 201 and the electronic control throttle 104 are easier to attach and detach than the parts related to the operation of the VEL mechanism 112. The reference state control and the sensor output adjustment are the same as those in the first embodiment, and the same effects can be obtained in this embodiment.

Here, in the present embodiment, the failure of the air flow meter 201 and the electronic control throttle 104 is used as the execution condition of the reference state control, but the present invention is not limited to this, and it may be a failure related to at least two components. However, when workability is taken into consideration, it is preferable that the part is a part that is easy for the operator to intentionally cause a failure.
Also in this embodiment, the VEL controller 115 adjusts the output of the angle sensor 127. However, the operator may adjust the sensor output by manually adjusting the mounting position of the angle sensor 127 or the like. . In this case, in step S14, instead of adjusting the sensor output, it is predetermined that the control shaft 13 has rotated to the minimum lift position, that is, the VEL mechanism 112 has entered the reference state for adjusting the sensor output. It is preferable to notify by means of display or sound.

  Further, when the angle sensor 127 is replaced, when the angle sensor 127 is configured to be detachable only when the control shaft 13 is at the minimum lift position, first, the air flow meter 201 and the electronic control throttle 104 are The angle sensor 127 may be replaced after the connector is removed and the ignition key is set to the ACC position and the control shaft 13 is rotated to the minimum lift position.

  As described above, the embodiment (first embodiment) in which the reference state control is executed on the condition of the failure of a plurality of components related to the operation of the VEL mechanism 112 and the failure of a plurality of components other than the components related to the operation of the VEL mechanism 112. The embodiment (second embodiment) in which the reference state control is executed on the basis of the above-described conditions has been described. Of course, the reference state control may be executed. In this case, the reference state control may be executed after the failure of the parts related to the operation of the VEL mechanism 112 is resolved.

1 is a system configuration diagram of an internal combustion engine in an embodiment of the present invention. It is a perspective view which shows the structure of the VEL (Variable valve Event and Lift) mechanism in embodiment. It is a fragmentary sectional view of a VEL mechanism. It is a circuit block diagram which shows the structure of a VEL controller. It is a flowchart which shows 1st Embodiment of the reference state control which a VEL controller performs. It is a time chart of a 1st embodiment. It is a flowchart which shows 2nd Embodiment of the reference | standard state control which VEL controller performs. It is a time chart of a 2nd embodiment.

Explanation of symbols

  13 ... Control shaft, 17 ... Motor (actuator), 101 ... Internal combustion engine, 105 ... Intake valve, 107 ... Exhaust valve, 112 ... VEL mechanism (variable valve mechanism), 114 ... Engine control module (ECM), 115 ... VEL Controller (control unit), 127 ... Angle sensor, 302 ... CPU, 305 ... Motor drive circuit, 306 ... Relay circuit, 307 ... Relay drive circuit, 308 ... Current detection circuit

Claims (12)

A variable valve operating device for an internal combustion engine for a vehicle, wherein a valve characteristic of at least one of an intake valve and an exhaust valve is variable by a variable valve mechanism,
When the power of on-vehicle electrical components is turned on while the engine is stopped , when the state of electrical disconnection is detected simultaneously for a plurality of components, the variable valve mechanism is then operated to a predetermined reference state. A variable valve operating apparatus for an internal combustion engine for a vehicle . Having a sensor for detecting the valve characteristic or its equivalent value;
2. The internal combustion engine for a vehicle according to claim 1, wherein after the variable valve mechanism is operated to the reference state , the output of the sensor is adjusted so that the output of the sensor is within a predetermined range. Variable valve device. A variable valve mechanism that is driven by an actuator and varies at least one of an intake valve and an exhaust valve;
A sensor for detecting a control amount of the variable valve mechanism that correlates with the valve characteristics;
An actuator controller for controlling the actuator;
With
The actuator controller is
Based on the detection result of the sensor, a normal control mode for controlling the actuator so that the valve characteristic becomes a target valve characteristic corresponding to the operating state of the engine;
When the power supply of the on-vehicle electrical component is turned on while the engine is stopped , the condition that the electrical connection is released is detected simultaneously for a plurality of components, regardless of the detection result of the sensor. A reference state control mode for controlling the actuator to operate the variable valve mechanism to a predetermined reference state;
A variable valve operating apparatus for an internal combustion engine for a vehicle, comprising: When the plurality of parts include parts related to the operation of the variable valve mechanism, the actuator control unit cancels the electrical connection release state related to the parts related to the operation of the variable valve mechanism. 4. The variable valve operating apparatus for an internal combustion engine for a vehicle according to claim 3, wherein the actuator is controlled to operate the valve characteristic to the reference state after being performed. The variable valve operating apparatus for an internal combustion engine for a vehicle according to claim 4, wherein the plurality of parts are power supply system parts of the sensor and the actuator. 4. The variable valve operating apparatus for a vehicle internal combustion engine according to claim 3, wherein the plurality of parts are parts other than parts related to operation of the variable valve mechanism. The variable valve operating apparatus for an internal combustion engine for a vehicle according to claim 6, wherein the plurality of parts are an air flow meter and an electronically controlled throttle provided in an intake pipe of the engine. Drive by the actuator is restricted by a stopper mechanism,
The variable valve operating apparatus for an internal combustion engine for a vehicle according to any one of claims 3 to 7, wherein the reference state is a valve characteristic when regulated by the stopper mechanism. 9. The sensor output adjusting unit according to claim 3, further comprising: a sensor output adjusting unit configured to adjust the output of the sensor so that the output of the sensor is within a predetermined range after the valve characteristic reaches the reference state. A variable valve operating apparatus for an internal combustion engine for a vehicle according to one. The variable valve mechanism is configured to vary a valve lift amount of at least one of the intake valve and the exhaust valve by rotating a control shaft by the actuator.
The variable valve operating apparatus for an internal combustion engine for a vehicle according to any one of claims 2 to 9, wherein the sensor detects a rotation angle of the control shaft. The variable valve operating apparatus for an internal combustion engine for a vehicle according to claim 10, wherein the reference state is a state in which the valve lift amount is minimized. The state in which the electrical connection is released is that which is intentionally generated by an operator at the time of mounting or replacing the sensor. The variable valve operating apparatus for an internal combustion engine for vehicles .

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