JP5488481B2 - Control device for internal combustion engine - Google Patents

Description

    The present invention relates to a control device for an internal combustion engine provided with a variable valve gear having a hydraulically driven variable mechanism that changes valve timing and a lock mechanism that locks the valve timing at a specific time.

  As a device mounted on an internal combustion engine, there is known a hydraulically driven variable mechanism that changes valve timings of an intake valve and an exhaust valve that are driven to open and close by a camshaft according to an engine operating state.

  A configuration of a conventional variable mechanism is shown in FIG. FIG. 11A shows the internal structure of the variable mechanism 100 with the cover removed, and FIG. 11B shows the cross-sectional structure taken along the line BB of FIG. 11A. In FIG. 11A, the rotation direction of the camshaft 200 is indicated by an arrow RC.

  A variable mechanism 100 shown in FIG. 11 includes a sprocket 101 that is driven and connected to a crankshaft via a chain (not shown) as two rotating bodies that rotate around the same rotating shaft, and a housing fixed thereto. 102 and a vane rotor 103 that is drivingly connected to the camshaft 200. A plurality of vanes 103A provided in the vane rotor 103 are accommodated in a plurality of accommodating chambers 105 formed in the housing 102, and each of the accommodating chambers 105 is advanced and retarded by a vane 103A. It is divided into each. The vane 103A is displaced in the storage chamber 105 by the hydraulic pressure supplied to the advance chamber 106 and the retard chamber 107, and the housing 102 and the vane rotor 103 rotate relative to each other, so that the cam shaft 200 rotates relative to the crankshaft. The phase, in other words, the valve timing is changed.

  In addition, the variable mechanism 100 is provided with a lock mechanism 110 that locks the valve timing at an intermediate timing (hereinafter referred to as “specific timing”) excluding the most retarded timing and the most advanced timing. As shown in FIG. 11B, the lock mechanism 110 includes a recess 112 formed in the sprocket 101 and a pin 111 accommodated in the vane 103 </ b> A in a manner capable of approaching and separating from the recess 112. Yes. Further, a spring 113 for biasing the pin 111 is provided in a space for accommodating the pin 111 in the vane 103A, and a release chamber 114 to which hydraulic oil is supplied is formed. The pin 111 is urged in a direction to be fitted into the recess 112 by the spring 113, and is urged in a direction to be removed from the recess 112 by a force based on the pressure of the hydraulic oil supplied to the release chamber 114.

  As such a locking mechanism, one having a ratchet function in which a plurality of steps are formed in a recess is known, as described in Patent Document 1, for example. Hereinafter, such a ratchet function will be described.

  If the valve timing is not locked at a specific time in response to the engine stop request, that is, if the lock mechanism does not shift to the locked state, the valve timing of the internal combustion engine is changed to a time different from the specific time. Operation stops. Further, when the lock mechanism does not shift to the locked state in this way, the valve timing is retarded as the hydraulic pressures of the advance chamber and the retard chamber are decreased until the stop of the internal combustion engine is completed. Since both rotating bodies rotate relative to each other, the valve timing often changes up to the most retarded timing.

  Here, during engine operation, the valve is driven to open and close by the cam of the cam shaft. Therefore, as the valve is driven to open and close by the cam, the positive torque that relatively rotates both rotating bodies in the direction in which the valve timing changes to the retard side, and both rotating bodies in the direction in which the valve timing changes to the advance side. The negative torque that is intended to rotate the motor alternately acts on the camshaft. If such an alternating torque acts on the camshaft when the engine is started and the hydraulic pressure in the advance and retard chambers is not sufficiently increased, the valve timing will be retarded and advanced. Both rotating bodies rotate relative to each other while changing their direction so as to change. Then, when both rotating bodies rotate relative to each other based on the alternating torque, the valve timing is gradually advanced from the most retarded timing by sequentially inserting the pins into the plurality of step portions of the recess of the lock mechanism, and finally the housing And the relative rotation between the vane rotor and the valve timing are locked at a specific time.

Japanese Patent Laid-Open No. 2002-122009

  By the way, after the engine is stopped without being locked at a specific time, that is, when the engine is stopped without the lock mechanism being shifted to the locked state, the valve timing is determined by the alternating torque acting on the camshaft. When the two rotating bodies rotate relative to each other in the direction in which the angle is advanced, if the relative rotation amount cannot be secured sufficiently, the pin of the lock mechanism is difficult to fit into the recess. This makes it difficult to quickly advance the valve timing to a specific time through the ratchet function described above, so that it is impossible to start the engine or it takes a long time to start the engine. Will be worsened. In addition, although the case where the valve timing is advanced to the specific time through the ratchet function has been described, the same problem may occur even when the valve timing is delayed to the specific time.

  The present invention has been made in view of such circumstances, and the object thereof is to quickly change the valve timing to the specific time even when the valve timing is not at the specific time at the start of cranking. An object of the present invention is to provide a control device for an internal combustion engine.

In the following, means for achieving the above object and its effects are described.
According to the first aspect of the present invention, the first rotating body drivingly connected to the crankshaft and the second rotating body drivingly connected to the camshaft are relatively rotated around the same rotation axis based on the hydraulic pressure of the hydraulic oil. A hydraulically-driven variable mechanism that changes the valve timing of the valve that is driven to open and close by the camshaft, and a recess provided on the other of the two rotating bodies. While mechanically locking the relative rotation of the two rotating bodies by inserting into the valve state, the valve timing is locked at a specific time at which the engine can be started between the most retarded angle timing and the most advanced angle timing, By removing the lock pin from the recess, the rotating bodies are in a relatively rotatable state, and a plurality of step portions formed in the recess along the circumferential direction of the rotating body. On the camshaft A lock mechanism having a ratchet function that sequentially inserts the lock pins when the two rotating bodies rotate relative to each other based on the alternating torque to be used, and advances or retards the valve timing step by step until the specific timing. In a control device for an internal combustion engine having a variable valve operating device, when the lock mechanism is not in a locked state, the cranking speed is decreased and increased continuously several times during the cranking operation by the engine starting device. The gist is to execute the ranking speed changing process.

  When the valve is opened by the cam, that is, during a period when the valve lift amount increases, the valve spring contracts, so that the torque (positive torque) that tries to relatively rotate both rotating bodies in the direction in which the valve timing is retarded. ) Acts on the camshaft. On the other hand, when the valve is closed, that is, during the period when the valve lift amount decreases, the two rotating bodies are relatively rotated in the direction in which the valve timing is advanced in order to restore the contracted valve spring to its original state. The torque (negative torque) to be applied acts on the cam shaft.

  Then, when the engine is started, the lock mechanism is not in the locked state, and the hydraulic pressure in the advance chamber and retard chamber of the variable valve operating device is not sufficiently increased, and both rotations are performed based on the alternating torque acting on the camshaft. Under the situation where the body rotates relatively, if the biasing force of the valve spring acts on the cam during the period when the valve lift is decreasing, the rotational speed of the second rotating body drivingly connected to the camshaft is drivingly connected to the crankshaft. The rotational speed of the first rotating body is increased. As a result, both rotating bodies rotate relative to each other in the direction in which the valve timing advances, and the lock pin provided on one rotating body is displaced to a position where it can be inserted into the stepped portion of the recess provided on the other rotating body. Sometimes, the lock pin can be inserted into the stepped portion.

  However, even if such an alternating torque acts on the camshaft, the relative rotational amount of both rotating bodies based on this alternating torque is not sufficient, and the lock pin is displaced to a position where it can be inserted into the stepped portion. If not, the lock pin cannot be fitted into the stepped portion, and it is difficult to advance the valve timing to a specific time through the ratchet function. Further, even when the lock pin is displaced to a position where it can be inserted into the stepped portion based on the alternating torque, the lock pin is displaced toward the stepped portion and is inserted into the stepped portion during such a state where it can be inserted. If the period is shorter than the time required for this, the lock pin cannot be fitted into the stepped portion.

  Here, in the period during which the valve lift amount is reduced and the rotation speed of the second rotating body that is drivingly connected to the camshaft exceeds the rotation speed of the first rotating body that is drivingly connected to the crankshaft, these rotations are performed. The greater the relative difference in speed, the greater the relative amount of rotation of both rotating bodies. Accordingly, the lock pin is more easily fitted into the step portion as the rotation speed of the second rotation body greatly exceeds the rotation speed of the first rotation body.

  Therefore, according to the present invention, when it is determined that the lock mechanism is not in the locked state, the cranking speed changing process for reducing the cranking speed during the cranking operation by the engine starting device is executed. For this reason, when the rotational speed of the second rotating body drivingly connected to the camshaft exceeds the rotational speed of the first rotating body drivingly connected to the crankshaft, the relative difference between the rotational speeds can be increased. it can. As a result, the amount of relative rotation between the two rotating bodies in the direction in which the valve timing advances is increased, so that the lock pin is easily fitted into the stepped portion. Therefore, even when the lock mechanism is not in the locked state at the start of cranking and the valve timing is not at a specific time, the valve timing can be rapidly advanced to the specific time through the ratchet function of the lock mechanism. .

  Further, since the lowering and raising of the cranking speed are continuously performed a plurality of times, the rotation speed of the second rotating body drivingly connected to the camshaft is the rotation of the first rotating body drivingly connected to the crankshaft. There are many opportunities to exceed speed. Accordingly, it becomes easy to sequentially insert the lock pins into the plurality of step portions, and the valve timing can be advanced more rapidly until the specific time.

  In addition, when the valve timing is retarded from the specific time, the case where the valve timing is advanced to the specific time step by step has been described. Even in the case of retarding to a specific time step by step, the valve timing can be quickly retarded to a specific time by continuously decreasing and increasing the cranking speed a plurality of times as described above. Will be able to.

  According to a second aspect of the present invention, in the control device for an internal combustion engine according to the first aspect, the cranking operation by the engine starting device is executed on condition that the push type start switch is pushed. The gist.

  In an internal combustion engine in which the cranking operation is performed by the engine starter on the condition that the operation position of the ignition key is held at the start position, the operation position of the ignition key is set to the start position during execution of the cranking speed changing process described above. Accordingly, the cranking operation by the engine starting device is also stopped. For this reason, there is a possibility that the execution period of the cranking speed changing process cannot be sufficiently secured and the ratchet function of the locking mechanism cannot be fully exhibited.

  According to the above configuration, the cranking operation by the engine starting device is executed on condition that the push type start switch is pushed. That is, once the push-type start switch is pushed by the operator, cranking is automatically controlled, so that it is possible to secure a sufficient execution period of the cranking speed changing process.

  According to a third aspect of the present invention, in the control device for an internal combustion engine according to the first or second aspect, whether or not the cranking speed changing process has been executed a predetermined number of times or more without the internal combustion engine shifting to a complete explosion state. The gist is that the cranking operation by the engine starting device is forcibly terminated when it is determined that the cranking speed changing process has been executed a predetermined number of times or more.

  If cranking by the engine starting device is continued for a long period of time by executing the cranking speed changing process for a long period of time without the internal combustion engine shifting to the complete explosion state, the load on the power source of the engine starting device, specifically the battery, is increased. Will increase.

  In this regard, according to the above configuration, it is determined whether or not the cranking speed changing process has been executed a predetermined number of times or more without the internal combustion engine shifting to the complete explosion state, and the cranking speed changing process has been executed a predetermined number of times or more. Since the cranking operation by the engine starter is forcibly terminated when the determination is made, the load on the battery that is the power source of the engine starter can be reduced.

  Note that the predetermined number of times described above takes into consideration the number of times that the lock mechanism can be shifted to the locked state through the ratchet function, the battery load, etc. even when the lock mechanism is not in the locked state at the start of cranking. Is set in advance. The predetermined number of times may be variably set according to the engine temperature at the time of engine start.

1 is a schematic configuration diagram of an internal combustion engine control device according to an embodiment of the present invention and an internal combustion engine that is a control target thereof. Sectional drawing which looked at the cam shaft of the embodiment from the end side. The end view which shows the internal structure which looked at the cover side from the sprocket side in the state which removed the sprocket about the variable mechanism of the embodiment. Sectional drawing which shows the cross-sectional structure which follows the AA line of FIG. It is a figure explaining the cam torque which acts with rotation of a cam shaft, (a) is a graph which shows the change aspect of valve lift amount, (b) is a graph which shows the change aspect of cam torque, (c) FIG. 4 is a diagram showing a relationship between cam nose and valve spring states and cam torque. FIG. 3 schematically shows a cross-sectional structure taken along the line AA in FIG. 3 on a plane, in which (a) to (d) show a valve timing from a most retarded timing to a specific timing when the engine is started. Sectional drawing which shows the process of advancing to the order. (A) is a timing chart showing transition of the rotational speed of the housing and the rotational speed of the vane rotor at the normal time when the “cranking speed changing process” is not executed, and (b) is the “cranking speed changing process” executed. 6 is a timing chart showing transitions of the housing rotational speed and the vane rotor rotational speed when the cranking speed is lowered, and (c) is a timing chart showing the timing of stopping and restarting cranking. 9 is a flowchart showing a processing procedure of “startup processing” in the embodiment. The timing chart which shows the change aspect of valve timing when "cranking speed change process" is performed at the time of engine starting. Sectional drawing which looked at the cam shaft of other embodiment which actualized this invention from the edge part side. (A) is an end view which shows the internal structure about a conventional variable mechanism, (b) is sectional drawing which shows the cross-section along the BB line of (a).

Hereinafter, an embodiment embodying a control device for an internal combustion engine according to the present invention will be described with reference to FIGS.
As shown in FIG. 1, a piston 11 is accommodated in a cylinder of the internal combustion engine 10 so as to be able to reciprocate. A combustion chamber 12 is defined by the top surface of the piston 11 and the inner peripheral surface of the cylinder. An intake passage 13 for supplying intake air to the combustion chamber 12 and an exhaust passage 14 for exhausting exhaust gas from the combustion chamber 12 are connected to the combustion chamber 12.

  A crankshaft 15 that converts the reciprocating motion into a rotational motion is connected to the above-described piston 11 via a connecting rod 18. Further, an intake camshaft 32 that opens and closes the intake valve 31 and an exhaust camshaft 42 that exhausts and opens the exhaust valve 41 are provided on the upper portion of the internal combustion engine 10. A variable valve operating device 30 that changes the valve timing of the intake valve 31 is provided at the tip of the intake camshaft 32. The sprocket 35 of the intake camshaft 32, the sprocket 45 of the exhaust camshaft 42, and the sprocket 16 of the crankshaft 15 provided in the variable valve device 30 are drivingly connected via a timing chain 17. Thus, when the crankshaft 15 rotates, this rotation is transmitted to the sprockets 35 and 45 via the timing chain 17 and the intake camshaft 32 and the exhaust camshaft 42 rotate.

  The intake valve 31 is urged in the valve closing direction by an intake valve spring 34. The intake valve spring 34 is opened and closed by being contracted and restored by the intake valve spring 34 being pressed by the intake cam 33 provided on the intake cam shaft 32 as the intake cam shaft 32 rotates.

  The exhaust valve 41 is urged in the valve closing direction by an exhaust valve spring 44. The exhaust valve 41 is opened and closed by the exhaust valve spring 44 being pressed and contracted and restored by the exhaust cam 43 provided on the exhaust cam shaft 42 as the exhaust cam shaft 42 rotates.

  On the other hand, an oil pan 21 that stores hydraulic oil is attached to the lower part of the internal combustion engine 10, and an oil pump 20 that is driven by the rotational force of the crankshaft 15 to assemble the hydraulic oil of the oil pan 21 is provided. The hydraulic oil passage 24 to which the hydraulic oil is supplied by the oil pump 20 has an oil passage control valve (hereinafter referred to as “OCV (Oil Control Valve) ”) 25) is provided. The hydraulic oil stored in the oil pan 21 functions as a hydraulic oil for lubricating each part of the internal combustion engine 10 in addition to a function as a hydraulic oil that generates a hydraulic pressure for driving the variable valve device 30. It has also.

  The crankshaft 15 is connected to a starter 22 as an engine starting device that forcibly rotates (cranks) the crankshaft 15 when the internal combustion engine 10 is started. The starter 22 is supplied with power from the battery 23. The starter 22 is a constant mesh starter in which a ring gear (not shown) provided on the crankshaft 15 and a pinion gear (not shown) provided on the starter 22 are always meshed. The starter 22 is provided with a one-way clutch that transmits torque between the starter 22 and the crankshaft 15 only when the pinion gear attempts to rotate relative to the ring gear in the forward rotation direction.

  The internal combustion engine 10 is provided with various sensors for detecting the operating state of the internal combustion engine 10. For example, such various sensors include a crank angle sensor 81, a cam angle sensor 82, an air flow meter 83, an intake air temperature sensor 84, and the like. The crank angle sensor 81 is provided in the vicinity of the crankshaft 15 and detects the crank angle CA and the engine rotational speed NE. The cam angle sensor 82 is provided in the vicinity of the intake camshaft 32 and detects the position of the intake camshaft 32. The air flow meter 83 is provided in the intake passage 13 and detects the intake air amount. The intake air temperature sensor 84 is provided in the intake passage 13 and detects the temperature of intake air (intake air temperature Tair). The vehicle on which the internal combustion engine 10 is mounted is provided with a push-type start switch 85 that is pushed by the operator when the internal combustion engine 10 is requested to start. The start switch 85 outputs a start signal STSW when it is pushed. Signals output from these various sensors are taken into a control unit 80 that controls various devices of the internal combustion engine 10 in an integrated manner.

  The control unit 80 includes a plurality of memories 80A as a storage unit (storage unit) that stores and holds various control programs, calculation maps, data calculated at the time of execution of control, as well as the calculation unit. A part of the memory 80A functions as a backup memory that retains the stored information even when the engine is stopped, by constantly supplying power from the battery 23. Then, the control unit 80 monitors the operating state of the internal combustion engine 10 based on the detection results of the sensors described above, and based on the operating state, the valve timing variable for controlling the valve timing of the intake valve 31 through the control of the OCV 25. Various controls such as control and engine start control by the starter 22 are executed.

  The internal combustion engine 10 is an in-line three-cylinder type, and the intake camshaft 32 is provided with three intake cams 33 corresponding to each cylinder. As shown in FIG. 2, these three intake cams 33 are provided such that cam noses 33 </ b> A are arranged around the intake cam shaft 32 at equal intervals when viewed from the end side of the intake cam shaft 32. That is, the apex of the cam nose 33 </ b> A is arranged every 120 ° around the central axis of the intake camshaft 32.

  Next, the configuration of the variable valve gear 30 will be described with reference to FIG. The variable valve operating apparatus 30 includes a variable mechanism 50 that changes the valve timing of the intake valve 31 and an intermediate timing between the most advanced timing PA and the most retarded timing PR (hereinafter referred to as “specific timing PM”). And a locking mechanism 51 for mechanically locking. The specific time PM is a valve timing at which the engine can be started, and a valve timing at which the engine can be started at the time of extremely low temperature start is set. FIG. 3 shows the internal structure of the variable mechanism 50 when the cover 36 side is viewed from the sprocket 35 side with the sprocket 35 removed from the variable mechanism 50.

  The housing 52 of the variable mechanism 50, the sprocket 35, and the cover 36 described above are fixed by bolts (not shown) and rotate integrally around the rotation axis of the intake camshaft 32. The housing 52, the sprocket 35, and the cover 36 function as a first rotating body that is drivingly connected to the crankshaft 15. It is assumed that the intake camshaft 32 and the housing 52 rotate in the rotational direction RC indicated by an arrow in FIG.

  The housing 52 is provided with three partition portions 54 extending radially inward. In addition, a vane rotor 53 that rotates about the same rotation axis as the housing 52 is rotatably accommodated in the housing 52. The vane rotor 53 includes a boss 53A that is coupled to the intake camshaft 32 so as to be integrally rotatable, and three vanes 53B that protrude outward in the radial direction of the boss 53A. The storage chamber 55 is partitioned by the partition portions 54 of the housing 52 and the bosses 53A of the vane rotor 53. The storage chamber 55 is partitioned into an advance chamber 56 and a retard chamber 57 by the vanes 53B. Yes. The vane rotor 53 functions as a second rotating body that is drivingly connected to the intake camshaft 32.

  The lock mechanism 51 includes an advance angle lock mechanism 60 and a retard angle lock mechanism 70 provided in different vanes 53B. The advance lock mechanism 60 has a function of restricting relative rotation of the housing 52 and the vane rotor 53 in a direction in which the valve timing changes to the advance side with respect to the specific time PM. On the other hand, the retard lock mechanism 70 has a function of restricting relative rotation of the housing 52 and the vane rotor 53 in a direction in which the valve timing is retarded from the specific time PM. The advance angle lock mechanism 60 and the retard angle lock mechanism 70 also have a ratchet function for advancing the valve timing in stages from the retard side to the specific time PM with respect to the specific time PM. The valve timing is locked at the specific time PM by the cooperation of the advance angle lock mechanism 60 and the retard angle lock mechanism 70.

  Next, a detailed configuration of the lock mechanism 51 will be described with reference to FIG. Hereinafter, the side where the cover 36 of the variable mechanism 50 is disposed in the axial direction of the intake camshaft 32 is referred to as “front end side ZA”, and the side where the sprocket 35 is disposed is referred to as “base end side ZB”.

  The advance lock mechanism 60 includes a cylindrical first lock pin 61 provided on the vane 53B, and a first recess 63 into which the first lock pin 61 is inserted or removed. The first recess 63 is formed in the cover 36.

  The first lock pin 61 reciprocates in the front end side ZA and the base end side ZB in a vane hole 66 formed in the vane 53B, and a part of the first lock pin 61 protrudes outside the vane 53B and fits into the first recess 63. To do. The vane hole 66 is partitioned by the first lock pin 61 into a first spring chamber 68 on the proximal end side ZB and a first release chamber 67 on the distal end side ZA. The first spring chamber 68 accommodates a first spring 62 that biases the first lock pin 61 toward the distal end side ZA. On the other hand, hydraulic fluid is supplied to the first release chamber 67 through the hydraulic fluid passage 24 (see FIG. 1) described above. The first lock pin 61 is urged toward the base end side ZB by a force based on the pressure of the supplied hydraulic oil.

  The first recess 63 has an arc shape along the circumferential direction of the cover 36. Specifically, the first concave portion 63 includes a first upper step portion 64 formed with a relatively shallow depth and a first lower step portion 65 formed with a relatively deep depth. . The first upper stage portion 64 is formed on the retard side with respect to the first lower stage portion 65.

  The retard lock mechanism 70 includes a cylindrical second lock pin 71 provided in the vane 53B and a second recess 73 into which the second lock pin 71 is fitted. The second recess 73 is formed in the cover 36.

  The second lock pin 71 reciprocates in the tip end side ZA and the base end side ZB in the vane hole 76 formed in the vane 53B, and protrudes outside the vane 53B and fits in the second recess 73. The vane hole 76 is partitioned by the second lock pin 71 into a second spring chamber 78 on the proximal end side ZB and a second release chamber 77 on the distal end side ZA. The second spring chamber 78 accommodates a second spring 72 that biases the second lock pin 71 toward the distal end side ZA. On the other hand, hydraulic fluid is supplied to the second release chamber 77 through the hydraulic fluid passage 24 (see FIG. 1) described above. The second lock pin 71 is biased toward the base end side ZB by a force based on the pressure of the supplied hydraulic oil.

  The second recess 73 has an arc shape along the circumferential direction of the cover 36. Specifically, the second recess 73 includes a second upper step portion 74 formed with a relatively shallow depth and a second lower step portion 75 formed with a relatively deep depth. . The second upper stage 74 is formed on the retard side with respect to the second lower stage 75.

  The first lock pin 61, the second lock pin 71, the first upper step 64 and the first lower step 65 formed in the first recess 63, and the second formed in the second recess 73 The upper stage portion 74 and the second lower stage portion 75 have a ratchet function for advancing the valve timing stepwise to a specific time PM by an alternating torque acting on the intake camshaft 32. In other words, the first upper step portion 64 and the first lower step portion 65 formed in the first recess 63 have a delay of the lock pin 61 when the first lock pin 61 is fitted into these step portions 64 and 65. The displacement to the corner side is regulated respectively. On the other hand, the second upper step portion 74 and the second lower step portion 75 formed in the second concave portion 73 cause displacement of the lock pin 71 toward the retard side when the second lock pin 71 is fitted, respectively. regulate. Further, when the first lock pin 61 is fitted in the first lower step portion 65 and the second lock pin 71 is fitted in the second lower step portion 75, the inner wall of the first lower step portion 65 on the advance side is used. Displacement of the first lock pin 61 toward the advance side is restricted. In addition, displacement of the second lock pin 71 toward the retard side is restricted by the inner wall of the second lower step portion 75 on the retard side. Thereby, the valve timing is locked at the specific time PM. FIG. 4 shows a state where the lock mechanism 51 is in a locked state and the valve timing is locked at a specific time PM.

Next, the operation of the variable valve gear 30 will be described.
When the crankshaft 15 rotates as the engine operates, the driving force is transmitted to the sprocket 35 of the variable mechanism 50 via the timing chain 17, and the intake camshaft 32 rotates together with the variable mechanism 50. As a result, the intake valve 31 is opened and closed by the intake cam 33 provided on the intake camshaft 32.

  Further, when the supply or discharge of the hydraulic oil to or from the advance chamber 56 and the retard chamber 57 of the variable mechanism 50 is controlled through the OCV 25, the vane 53 </ b> B is formed in the storage chamber 55 based on the hydraulic pressure of the advance chamber 56 and the retard chamber 57. Displace. As a result, the relative rotational position of the vane rotor 53 with respect to the sprocket 35 and the housing 52, that is, the relative rotational position of the intake camshaft 32 with respect to the crankshaft 15 is changed, and the valve timing of the intake valve 31 is changed.

  Specifically, hydraulic oil is supplied to the advance chamber 56 of the variable mechanism 50 while the hydraulic oil in the retard chamber 57 is discharged, so that the vane rotor 53 moves in the advance side direction with respect to the housing 52. When the valve rotates relative to the valve timing, the valve timing is advanced. When the vane 53B comes into contact with the inner wall on the advance side of the retard chamber 57, the valve timing becomes the most advanced timing PA. When the operating oil is supplied to the retarding chamber 57 and the operating oil in the advance chamber 56 is discharged, the vane rotor 53 rotates relative to the housing 52 in the retarding direction. Is retarded. When the vane 53B comes into contact with the inner wall on the retard side of the advance chamber 56, the valve timing becomes the most retarded timing PR.

  When the engine stop is requested, the hydraulic pressure in the advance chamber 56 and the retard chamber 57 is controlled through the OCV 25 so that the valve timing becomes the specific timing PM. When the hydraulic oil is discharged from the first release chamber 67 of the advance lock mechanism 60 and the hydraulic pressure in the first release chamber 67 becomes lower than the release hydraulic pressure, the first spring 62 biased by the first spring 62 is used. The lock pin 61 is fitted into the first recess 63 (first lower step portion 65). At the same time, when the hydraulic fluid is discharged from the second release chamber 77 of the retard lock mechanism 70 and the hydraulic pressure in the second release chamber 77 is lower than the release hydraulic pressure, the second spring 72 is biased. Two lock pins 71 are fitted into the second recess 73 (second lower step 75). Thereby, the displacement of the first lock pin 61 toward the advance side is regulated by the inner wall of the first lower step portion 65 on the advance side, and the displacement of the second lock pin 71 toward the retard side is the first. The lock mechanism 51 is locked by being regulated by the inner wall on the retard side of the lower step portion 2. That is, the valve timing is locked at the specific time PM. Hereinafter, such a stop of the engine due to the lock mechanism 51 shifting to the locked state is referred to as “normal engine stop”.

  Here, when there is a request for starting the internal combustion engine 10 after the above-described normal engine stop, cranking is started in a state where the lock mechanism 51 is in the locked state and the valve timing is locked at the specific time PM. As described above, since this specific time PM is set to a valve timing at which the engine can be started, the internal combustion engine 10 can be started well.

  When a predetermined condition is established after the engine is started, the first lock pin 61 and the second lock pin 71 are removed from the first recess 63 and the second recess 73, respectively. Specifically, when hydraulic oil is supplied to the first release chamber 67 of the advance lock mechanism 60 and the hydraulic pressure in the first release chamber 67 rises higher than the release hydraulic pressure, the urging force based on this hydraulic pressure causes the first The lock pin 61 moves to the proximal end side ZB and is removed from the first recess 63. Further, when hydraulic oil is supplied also to the second release chamber 77 of the retard lock mechanism 70 and the hydraulic pressure in the second release chamber 77 rises above the release hydraulic pressure, the urging force based on the hydraulic pressure causes the second release chamber 77 to move to the second release chamber 77. The lock pin 71 moves to the base end side ZB and is removed from the second recess 73. Thereby, relative rotation between the housing 52 and the vane rotor 53 is allowed. Thereafter, the control of the OCV 25 is executed so that the valve timing becomes a desired time suitable for the engine operating state.

  On the other hand, when the lock mechanism 51 does not shift to the locked state when the engine stop request is made, the operation of the internal combustion engine 10 is stopped at a time different from the specific time PM. Hereinafter, stopping the engine without the lock mechanism 51 shifting to the locked state in this way is referred to as “engine abnormal stop”.

  Then, when there is a request for starting the internal combustion engine 10 after such an abnormal engine stop, cranking is started in a state where the valve timing is not at the specific time PM, and the engine cannot be started or the engine starts. The engine startability may be deteriorated, such as requiring a long period of time. In such an abnormal engine stop, the vane rotor 53 and the sprocket 35 are moved in the direction in which the valve timing is retarded as the hydraulic pressures of the advance chamber 56 and the retard chamber 57 decrease until the stop of the internal combustion engine 10 is completed. Are relatively rotated, the valve timing often changes to the most retarded timing PR.

  Therefore, in order to improve the engine startability after an abnormal engine stop, the lock mechanism 51 of the present embodiment has the ratchet function described above. That is, a plurality of step portions 64, 65, 74, 75 are formed in the first recess 63 and the second recess 73 of the lock mechanism 51. As a result, the valve timing is advanced from the most retarded timing PR to the specific timing PM by using an alternating torque that acts on the intake camshaft 32 during cranking.

  Next, a process in which the valve timing is advanced from the most retarded timing PR to the specific timing PM when the engine is started will be described with reference to FIGS. FIGS. 6A to 6D sequentially show a process in which the valve timing is advanced from the most retarded timing PR to the specific timing PM. In FIGS. 6A to 6D, the first lock pin 61 and the second lock pin 61 can be easily grasped so that the relation between the operation state of the advance lock mechanism 60 and the operation state of the retard lock mechanism 70 can be easily grasped. The lock pin 71 is shown to protrude from the same vane 53B in opposite directions, and the first recess 63 and the second recess 73 are shown to face each other in the axial direction.

  Here, during engine operation, with the opening / closing drive of the intake valve 31 by the intake cam 33, the positive torque that causes the vane rotor 53 and the housing 52 to rotate relative to each other in the direction in which the valve timing changes to the retard side. The negative torque that causes the vane rotor 53 and the housing 52 to rotate relative to each other in the direction in which the valve timing changes toward the advance side alternately acts on the intake camshaft 32.

  That is, as shown in the left diagram of FIG. 5C, when the intake camshaft 32 rotates in the rotational direction RC during the period from the timing T1 to the timing T2 during which the valve lift amount increases, the intake cam The intake valve spring 34 is pressed through the lifter 37 by the 33 cam nose 33A. As a result, the intake valve spring 34 contracts, and the positive torque F 1 acts on the intake camshaft 32.

  On the other hand, as shown in the right diagram of FIG. 5C, the contracted intake valve spring 34 is restored to the original state during the period from the timing T2 to the timing T3, which is the period during which the valve lift amount decreases. The negative torque F2 acts on the intake camshaft 32.

  As shown in the central view of FIG. 5C, at the timing T2 when the intake valve spring 34 is most contracted and the apex of the cam nose 33A is in contact with the lifter 37, both positive torque and negative torque are taken in. It does not act on the cam shaft 32 for use.

  Such an alternating torque is at the time of starting the engine after the abnormal engine stop described above, and under the situation where the oil pressure in each of the advance chamber 56 and the retard chamber 57 is not sufficiently increased, the intake cam When acting on the shaft 32, the vane rotor 53 and the housing 52 rotate relative to each other. That is, the lock pins 61 and 71 are displaced toward the advance side with respect to the cover 36 during the period when the negative torque is applied, and the lock pins 61 and 71 are retarded with respect to the cover 36 during the period when the positive torque is applied. It is displaced to.

  For example, when the negative torque as described above acts on the intake camshaft 32 when the valve timing is at the most retarded angle PR, the rotational speed of the vane rotor 53 drivingly connected to the intake camshaft 32 drives the crankshaft 15. The rotational speed of the connected housing 52 is temporarily exceeded. As a result, the vane rotor 53 rotates relative to the housing 52 in the advance angle direction, and the first lock pin 61 and the second lock pin 71 are displaced toward the advance angle side. Then, as shown in FIG. 6A, when the first lock pin 61 is in a position where it can be fitted into the first upper stage portion 64, that is, the first lock pin 61 is connected to the first upper stage portion 64. When positioned on the base end side ZB, the first lock pin 61 is fitted into the first upper stage portion 64. In this state, when the housing 52 and the vane rotor 53 are to rotate relative to each other in the direction in which the valve timing is retarded by the positive torque acting on the intake camshaft 32, the inner wall of the first upper stage portion 64 on the retarded side. The first lock pin 61 comes into contact. Therefore, relative rotation of the housing 52 and the vane rotor 53 in the direction in which the valve timing is retarded is restricted. As a result, the retard of the valve timing is regulated at the first retard timing PX1 that is more advanced than the most retarded timing PR.

  In this state, the second lock pin 71 is fitted into the second upper stage 74 based on the alternating torque that further acts on the intake camshaft 32 (FIG. 6B), and the first lock The pin 61 fits into the first lower step portion 65 (FIG. 6C), and the second lock pin 71 fits into the second lower step portion 75 (FIG. 6D). As a result, the retardation of the valve timing is regulated in order at the second retardation timing PX2, the third retardation timing PX3, and the specific timing PM, and the valve timing is shifted to the locked state at the specific timing PM.

  FIG. 7A shows changes in the rotation speed of the housing 52 and the rotation speed of the vane rotor 53 in “normal time” in which cranking is continuously performed as shown by the solid line in FIG. As indicated by the broken line from timing T2 to timing T3 in FIG. 7A, the intake camshaft 32 is driven during a period in which the valve lift amount decreases and negative torque acts on the intake camshaft 32. The rotational speed of the connected vane rotor 53 temporarily exceeds the rotational speed of the housing 52 that is drivingly connected to the crankshaft 15. As a result, the vane rotor 53 rotates relative to the housing 52 in the advance side direction. At this time, the relative rotational amounts of the two rotating bodies are shown in the range indicated by the oblique lines in FIG. However, if this relative rotation amount is not sufficient, even if a negative torque acts on the intake camshaft 32, the vane rotor 53 is sufficiently relative to the housing 52 in the advance side direction. Since it does not rotate, the lock pins 61 and 71 are not displaced to a position where they can be fitted into the step portions 64, 65, 74 and 75. When the lock pins 61 and 71 are not displaced to the positions where they can be inserted into the step portions 64, 65, 74, and 75, the lock pins 61 and 71 can be inserted into the step portions 64, 65, 74, and 75. Therefore, it becomes difficult to advance the valve timing to the specific time PM through the ratchet function. Even when the lock pins 61 and 71 are displaced to positions where they can be inserted into the step portions 64, 65, 74, and 75, the lock pins 61 and 71 remain at the step portions during the period in which they can be inserted. If it is shorter than the period required for displacement toward 64, 65, 74, 75 and the insertion thereof, the lock pins 61, 71 cannot be fitted into the step portions 64, 65, 74, 75.

  Therefore, in the present embodiment, “cranking speed change processing” is executed as shown in FIGS. 7B and 7C in order to increase the relative rotation amount between the vane rotor 53 and the housing 52. Specifically, as the “cranking speed changing process”, as indicated by a two-dot chain line in FIG. 7C, the cranking is stopped when the timing T2 at which the apex of the cam nose 33A contacts the lifter 37 has passed. Is done. That is, cranking is stopped when the apex of the cam nose 33A passes through the lifter 37. As a result, the rotational speed of the housing 52 that is drivingly connected to the crankshaft 15 decreases, and the relative difference from the rotational speed of the vane rotor 53 that is drivingly connected to the intake camshaft 32 can be increased. For this reason, the relative rotation amount between the vane rotor 53 and the housing 52 at the “cranking speed reduction” indicated by the oblique lines in FIG. 7B is the “normal time” vane rotor 53 indicated by the oblique lines in FIG. And the relative rotation amount of the housing 52 becomes larger.

  Here, the rotational speed of the vane rotor 53 drivingly connected to the intake camshaft 32 is increased by the pressing force acting on the intake cam 33 when the contracted intake valve spring 34 is restored. Accordingly, as the cranking speed stop timing is set earlier in the valve lift reduction period, which is the period during which the intake valve spring 34 is restored, the relative difference between the rotational speed of the vane rotor 53 and the rotational speed of the housing 52 increases. growing. As the relative difference between the rotational speeds increases, the relative rotational amount between the vane rotor 53 and the housing 52 indicated by the oblique lines in FIG. 7 also increases. Therefore, in the present embodiment, when the apex of the cam nose 33A passes through the lifter 37, when the torque acting on the intake camshaft 32 is switched from positive torque to negative torque, that is, a decrease period of the valve lift amount. Cranking is stopped when switching to.

  7A and 7B, the vane rotor with respect to the housing 52 is in a period in which the positive torque acts on the intake camshaft 32 during the increase period of the valve lift amount as shown from the timing T1 to the timing T2. The relative rotation of 53 to the retard side is caused by the inner wall of the advance chamber 56 on the retard side (when it is at the most retarded timing PR) or the ratchet function (first retard timing PX1, second retard timing PX2, 3) (in the case of 3 retard timing PX3). Accordingly, the vane rotor 53 that is drivingly connected to the intake camshaft 32 rotates at the same rotational speed as the housing 52 that is drivingly connected to the crankshaft 15.

  Next, with reference to FIG. 8, a processing procedure of “startup processing” executed when the internal combustion engine 10 is started will be described. A series of processing shown in the figure is repeatedly executed by the control unit 80 with a constant period.

  When this process is started, first, it is determined whether or not the process number counter C is “0” (step S100). The initial value of the processing number counter C is “0”, and is incremented by “1” when a “cranking speed changing process” described later is executed once.

  Here, when it is determined that the processing number counter C is “0” (step S100: YES), it is determined whether or not there is a start request (step S101). Specifically, it is determined that there is a start request when a start signal STSW is output from the push start switch 85 in accordance with a push operation by the operator. And when it determines with there being no start request | requirement (step S101: NO), this process is complete | finished.

  On the other hand, when it is determined that there is a start request (step S101: YES), it is determined whether or not it is a cryogenic start (step S102). Specifically, when the intake air temperature Tair detected by the intake air temperature sensor 84 is −30 ° C. or less (Tair ≦ −30 ° C.), it is determined that the engine is at a very low temperature.

  Here, when the temperature of the internal combustion engine 10 is low when the intake air temperature is extremely low and the temperature of the internal combustion engine 10 is low, the temperature of the hydraulic oil is low and its viscosity is high, so that it acts on the intake camshaft 32. The resistance force of the hydraulic oil generated when the vane rotor 53 and the housing 52 rotate relative to each other due to the alternating torque also increases. As a result, the amount of relative rotation between the vane rotor 53 and the housing 52 generated when negative torque acts on the intake camshaft 32 is reduced, and the valve timing is changed to the specific time PM during the cranking operation to lock the lock mechanism 51. Is difficult to shift to the locked state. Further, at the time of cold start, since the vaporization of the injected fuel is not promoted and it is difficult to burn, the period from the start of cranking to the transition of the internal combustion engine 10 to the complete explosion state becomes long. Therefore, when the lock mechanism 51 is not in the locked state at the start of cranking during the cold start and the valve timing is not at the specific time PM, the deterioration of the engine startability becomes more remarkable.

  On the other hand, when the temperature of the internal combustion engine 10 is relatively high, not at the time of cryogenic start, even if the lock mechanism 51 is not in the locked state and the valve timing is not locked at the specific time PM, the engine is started. It can be determined that there is a high possibility that the process can be completed. This is because, when the temperature of the internal combustion engine 10 is relatively high and the viscosity of the hydraulic oil is low, the relative rotation amount between the vane rotor 53 and the housing 52 caused by the negative torque acting on the intake camshaft 32 during cranking becomes relatively large. Therefore, it can be determined that there is a high possibility that the valve timing can be advanced relatively well through the ratchet function to shift to the specific time PM. Furthermore, when the temperature of the internal combustion engine 10 is relatively high, it is possible to determine that the injected fuel in the combustion chamber 12 is relatively well vaporized and is in a state where combustion is easy.

  Therefore, when it is determined in the determination process of step S102 that the engine is not at an extremely low temperature start (step S102: NO), the processes after step S103 are executed regardless of whether or not the lock mechanism 51 is locked. Instead, the normal engine start is executed (step S111). That is, the cranking by the starter 22 is executed and this process is terminated.

  On the other hand, when it is determined in the determination process of step S102 that the engine is at a very low temperature start (step S102: YES), it is first determined whether or not the lock mechanism 51 is in a locked state. That is, after cranking by the starter 22 is executed (step S103), it is determined whether or not the internal combustion engine 10 has shifted to the complete explosion state before the predetermined period Tα elapses (step S104). Specifically, when the engine speed NE detected by the crank angle sensor 81 reaches the complete explosion speed NS (NE ≧ NS), it is determined that the state has shifted to the complete explosion state. Here, “complete explosion” indicates that the crankshaft 15 of the internal combustion engine 10 has reached a state where it can rotate autonomously. The “complete explosion rotational speed NS” is a value set in advance as the engine rotational speed NE that can be determined that the crankshaft 15 has reached a state where it can rotate autonomously (for example, 400 rpm). The predetermined period Tα described above is set in advance (for example, 5 seconds) during which it can be determined that there is a high possibility that the valve timing is not at the specific time PM when cranking is started.

  Then, when it is determined that the internal combustion engine 10 has shifted to the complete explosion state before the predetermined period Tα has elapsed (step S104: YES), the lock mechanism 51 is in the locked state and the engine start is completed satisfactorily. Can be determined. Therefore, the starter 22 is stopped and the cranking is stopped (step S109). Subsequently, the processing number counter C is returned to the initial value “0” or is maintained as “0” (step S110), and this processing is terminated.

  On the other hand, when it is determined that the complete explosion state has not been reached before the predetermined period Tα has elapsed (step S104: NO), the lock mechanism 51 is not in the locked state and the valve timing is not at the specific time PM. It can be judged that there is.

  Therefore, it is determined whether or not the processing number counter C has reached the second predetermined number Nβ (C = Nβ) (step S105). That is, it is determined whether the “cranking speed changing process” has already been executed for the second predetermined number of times Nβ prior to the execution of the determination process in this step. When it is determined that the number of executions of the “cranking speed changing process” is less than the second predetermined number Nβ (C <Nβ) (step S105: NO), as the “cranking speed changing process”, Stopping and resuming cranking by the starter 22 are repeatedly executed for the first predetermined number Nα (step S106). That is, the operation of stopping the starter 22 once and driving it again is one set, and this set is continuously executed for the first predetermined number of times Nα. The first predetermined number Nα is used to advance the valve timing to the specific time PM through the ratchet function when the lock mechanism 51 is not locked at the start of cranking and the valve timing is at the most retarded timing PR. An appropriate number of times for stopping the cranking is set in advance. In the present embodiment, four step portions 64, 65, 74, and 75 are formed in the first recess 63 and the second recess 73, and the angle is advanced to a specific time PM in four steps. As described above, once cranking is stopped, the relative difference between the rotational speed of the vane rotor 53 that is drivingly connected to the intake camshaft 32 and the rotational speed of the housing 52 that is drivingly connected to the crankshaft 15 is large. As a result, the amount of relative rotation between the vane rotor 53 and the housing 52 can be increased. By increasing the relative rotation amount in this way, the possibility that the lock pins 61 and 71 can be fitted into the step portions 64, 65, 74, and 75 increases. Therefore, for example, the first predetermined number Nα is set to four times. Thereby, when the lock pins 61, 71 can be fitted into the step portions 64, 65, 74, 75 and can be advanced by one step with one stop of cranking, such stop of cranking is stopped. By executing the “cranking speed changing process” executed four times, the valve timing is advanced to the specific time PM.

  The timing for temporarily stopping the cranking by the starter 22 is set to the time when the apex of the cam nose 33A passes through the lifter 37 as described above. Specifically, the control unit 80 grasps the position of the intake camshaft 32 based on signals output from the crank angle sensor 81 and the cam angle sensor 82, and starts the starter 22 based on the grasped position of the intake camshaft 32. Control the stop time of

When the “cranking speed changing process” is executed in this way, the process count counter C is updated and incremented by “1” (step S107), and this process is temporarily terminated.
Then, when the processing from step S100 is executed again, the processing number counter C is not “0”, so the determination processing in step S100 is negative (step S100: NO). Thereby, it transfers to step S103 and cranking is performed (step S103). Here, since cranking by the starter 22 has already been executed, this cranking is continued. Then, after the transition to step S103, it is again determined whether or not the internal combustion engine 10 has transitioned to the complete explosion state before the predetermined period Tα elapses (step S104). Here, when it is determined that the internal combustion engine 10 has not shifted to the complete explosion state (step S104: NO), the “number of processing times counter C reaches the second predetermined number Nβ” of the above-described step S106. The “cranking speed changing process” is repeatedly executed. This second predetermined number Nβ is considered to be a “cranking speed changing process” that is considered to be able to shift the lock mechanism to the locked state through the ratchet function even when the lock mechanism is not in the locked state at the start of cranking. Is set in advance in consideration of the number of executions of the above and the load of the battery 23.

  By the way, in the determination process of step S105, when it is determined that the processing number counter C has reached the second predetermined number Nβ (C = Nβ) (step S105: YES), cranking by the starter 22 is long-term. It is determined that there is a possibility that the load of the battery 23 is increased by continuing. Therefore, the engine start is stopped (step S108). That is, even if the internal combustion engine 10 has not shifted to the complete explosion state, the cranking operation by the starter 22 is forcibly terminated. As a result, the cranking is stopped (step S109), the process count counter C is returned to the initial value “0” (step S110), and the process is terminated.

  Next, referring to FIG. 9, the transition of the valve lift amount of the intake valve 31 and the torque (cam torque) acting on the intake camshaft 32 and the cranking when the above-described “cranking speed changing process” is executed. The transition of the cranking speed and the transition of the valve timing will be described. FIG. 9 shows an example in which the valve opening period of the intake valve 31 that is driven to open and close by the three intake cams 33 provided on the intake camshaft 32 is 240 ° CA. The change of cam torque is shown respectively. Further, an example is shown in which the first predetermined number Nα of the “cranking speed changing process” shown in step S106 of FIG. 8 is “4 times”.

  When the engine is started and the cranking is started when the valve timing is at the most retarded angle PR, as shown in FIG. 9, during the period when the valve lift amount increases, the intake camshaft 32 A positive torque acts on (for example, a period from timing T1 to timing T2). Since the negative torque acts on the intake camshaft 32 during the period when the valve lift amount decreases, the cranking is stopped after the timing T2 when the apex of the cam nose 33A contacts the lifter 37 has passed. In other words, cranking is stopped when the torque acting on the intake camshaft 32 is switched from positive torque to negative torque. Then, after a lapse of a predetermined period ΔT after the cranking is stopped, the starter 22 is driven again and the cranking is restarted. Note that the advance effect of the valve timing through the ratchet function increases as the relative difference between the rotational speed of the housing 52 drivingly connected to the crankshaft 15 and the rotational speed of the vane rotor 53 drivingly connected to the intake camshaft 32 increases. Since the relative rotation amount of both of these rotating bodies increases, it tends to increase. Therefore, as shown in FIG. 9, the above-described predetermined period ΔT is set to a suitable period during which the cranking speed can be once lowered to “0” and then raised again.

  By stopping the cranking that is executed when the timing T2 is over, the valve timing that is at the most retarded timing PR is advanced to the first retarded timing PX1. Further, when the apex of the cam nose 33A contacts the lifter 37 again, the timing is stopped, and the valve timing is advanced to the second retard timing PX2. Similarly, the cranking is stopped at the time when the timing T4 is passed and the time T5 is passed, whereby the valve timing is advanced to the specific time PM.

  When the “cranking speed changing process” executed in step S106 is completed in this way, it is determined in step S104 of the “startup process” executed again whether or not the internal combustion engine 10 has shifted to the complete explosion state. As shown in FIG. 9, when the engine start is successfully completed as the valve timing is shifted to the specific time PM, an affirmative determination is made in step S <b> 104, and the “start-up process” is ended. . On the other hand, even if the “cranking speed changing process” is executed, if it is determined that the internal combustion engine 10 has not shifted to the complete explosion state, a negative determination is made in step S104. 9 is repeatedly executed until the second predetermined number of times Nβ is reached.

According to this embodiment described above, the following effects can be obtained.
(1) When it is determined that the lock mechanism is not in the locked state (step S104: NO), a “cranking speed changing process” is executed to reduce the cranking speed during the cranking operation by the starter 22 (step S104). S106). Therefore, when the rotational speed of the vane rotor 53 that is drivingly connected to the intake camshaft 32 exceeds the rotational speed of the housing 52 that is drivingly connected to the crankshaft 15, the relative difference between the rotational speeds can be increased. As a result, the relative rotation amount of the vane rotor 53 and the housing 52 in the direction in which the valve timing advances is increased, so that the lock pins 61 and 71 are easily fitted into the step portions 64, 65, 74, and 75. Therefore, even when the lock mechanism 51 is not in the locked state at the start of cranking and the valve timing is not at the specific time PM, the valve timing can be rapidly advanced to the specific time PM through the ratchet function of the lock mechanism 51. become able to.

  (2) The “cranking speed changing process” causes the cranking speed to be lowered a plurality of times during cranking (step S106), so that the rotational speed of the vane rotor 53 that is drivingly connected to the intake camshaft 32 is changed to the crank speed. The opportunity to exceed the rotational speed of the housing 52 drivingly connected to the shaft 15 can be increased. Accordingly, it becomes easy to sequentially insert the lock pins 61 and 71 into the plurality of step portions 64, 65, 74, and 75, and the valve timing can be advanced more rapidly to the specific time PM.

  (3) The cranking operation by the starter 22 is executed on condition that the push start switch 85 is pushed. On the other hand, four positions such as an on position, an off position, a start position, and an accessory position are selected by the operation of the ignition key by the operator, and the operation position of the ignition key is held at the start position. In the internal combustion engine in which the cranking operation is performed by the starter 22, if the ignition key operation position is returned from the start position to the on position during the above-described "cranking speed changing process", the starter 22 performs the cranking operation accordingly. The ranking operation is also stopped. For this reason, the execution period of the “cranking speed changing process” cannot be sufficiently secured, and the ratchet function of the lock mechanism 51 may not be sufficiently exhibited. In this respect, in this embodiment, once the push-type start switch 85 is pressed by the operator, the cranking is automatically controlled, so that a sufficient execution period of the “cranking speed changing process” can be ensured. become able to.

  (4) When it is determined that the “cranking speed changing process” has been executed for the second predetermined number of times Nβ without the internal combustion engine 10 shifting to the complete explosion state (step S105: YES), the cranking operation by the starter 22 is performed. Since it is forcibly terminated (step S108), the load on the battery 23 that is the power source of the starter 22 can be reduced.

  (5) Since the constantly meshing starter 22 is used, the meshing operation between the pinion gear provided on the starter 22 and the ring gear provided on the crankshaft 15 stops the cranking associated with the “cranking speed changing process”. And it is not executed every time it is restarted. Therefore, compared to the case where a starter in which the pinion gear provided on the starter and the ring gear provided on the crankshaft 15 are engaged with each other only at the time of cranking is used is repeated, the gear of the gear is used. Wear can be suppressed.

  (6) The cranking stop timing is determined based on the position of the intake camshaft 32. Specifically, when the apex of the cam nose 33A passes through the lifter 37, when the torque acting on the intake camshaft 32 switches from positive torque to negative torque, that is, when the valve lift amount decreases. Cranking is stopped. Therefore, the relative rotation amount between the vane rotor 53 and the housing 52 when the cranking is stopped can be increased, and the valve timing can be advanced to the specific time PM more quickly through the ratchet function.

  (7) On the condition that it is at the start of cryogenic temperature (step S102: YES), it is determined whether or not a start failure has occurred to determine whether or not the lock mechanism 51 is in the locked state (step S102). S104), “cranking speed changing process” is executed (step S106). Therefore, this is suitable for situations where it is difficult to quickly change the valve timing through the ratchet function due to the high viscosity of the hydraulic oil, and deterioration of engine startability is likely to occur because vaporization of the injected fuel is not promoted and combustion is difficult. Can be suppressed.

(Other embodiments)
Note that the control device for an internal combustion engine according to the present invention is not limited to the configuration exemplified in the above-described embodiment, and can be implemented as, for example, the following form obtained by appropriately modifying this embodiment.

  The first predetermined number Nα, the second predetermined number Nβ, the predetermined period Tα, and the like shown in the above embodiment are examples, and can be changed as appropriate. Further, these values may be variably set based on the intake air temperature or the temperature of the internal combustion engine 10. For example, in consideration of the fact that the viscosity of the hydraulic oil increases when the intake air temperature or the engine temperature is low, it is possible to adopt a mode in which the first predetermined number Nα is set higher as the temperature is lower.

  In the above embodiment, when the intake air temperature Tair detected by the intake air temperature sensor 84 is −30 degrees Celsius or less (Tair ≦ −30 ° C.), it is determined that the engine is at a very low temperature start (step S102). Indicated. However, the mode for determining that the start is at the cryogenic temperature is not limited to this example, and can be changed as appropriate. For example, the air flow meter 83 may include a sensor for detecting the intake air temperature, and the air flow meter 83 may detect the intake air temperature Tair.

  Further, the threshold value of the intake air temperature Tair when determining that it is at the time of cryogenic start (in the above embodiment, minus 30 degrees Celsius) can be changed. This threshold may be set in consideration of the characteristics of the internal combustion engine 10 and the like.

  In addition, instead of the aspect that the intake air temperature is low as shown in the above embodiment, an aspect that requires the internal combustion engine 10 to be low can also be adopted. For example, on the condition that the temperature of the cooling water temperature of the internal combustion engine 10 is equal to or lower than a predetermined temperature, it is determined whether or not a start failure has occurred (step S104), and when it is determined that a start failure has occurred, that is, When it is determined that the lock mechanism 51 is not in the locked state (step S104: NO), the “cranking speed changing process” shown in step S106 may be executed. Even in this case, the above-described effects can be achieved. Even if the intake air temperature is low, the temperature of the internal combustion engine 10 is maintained at a relatively high level if the period until the internal combustion engine 10 is stopped and restarted is relatively short. At the time of such a warm start, the viscosity of the hydraulic oil is relatively low, the relative rotation between the vane rotor 53 and the housing 52 is favorably generated, the vaporization of the injected fuel is promoted, and the like. Even when the engine is started, there is a possibility that the engine start is completed relatively well. Therefore, it is possible to appropriately determine the execution opportunity of the “cranking speed changing process” based on the temperature of the internal combustion engine 10.

  In the above embodiment, it is determined whether or not a starting failure has occurred (step S104), and “cranking speed changing process” is executed on the condition that it is at the time of extremely low temperature starting (step S102: YES). An example is shown (step S106). However, when it is determined that a starting failure has occurred regardless of whether or not it is during a cryogenic start, that is, when it is determined that the lock mechanism 51 is not in the locked state (step S104: NO), step S106. The “cranking speed changing process” shown in FIG. Even in this case, the effects shown in the above (1) to (6) can be achieved.

  In the above embodiment, an example in which the constant mesh starter 22 is provided has been described. However, a starter of a type in which the pinion gear provided on the starter and the ring gear provided on the crankshaft 15 are engaged only when cranking is executed, and the engagement of these gears is released when the engine speed increases is adopted. May be. Even in this case, the effects shown in the above (1) to (4), (6), and (7) can be achieved.

  In the above-described embodiment, the example in which the cranking operation is executed on the condition that the push-type start switch 85 is pushed is shown. On the other hand, you may employ | adopt the aspect with which cranking operation is performed on condition that the ignition key is hold | maintained in the starting position by the operator. Even in this case, the effects shown in the above (1), (2), and (4) to (7) can be achieved.

  In the above embodiment, an example in which it is determined whether or not the lock mechanism 51 is in the locked state at the start of cranking based on whether or not the internal combustion engine 10 shifts to the complete explosion state during cranking ( Step S104). However, whether or not the lock mechanism 51 has shifted to the locked state is determined when the engine is stopped, the determination result is stored in the memory 80A of the control unit 80, and the lock is performed by referring to the memory 80A at the next engine start. It may be determined whether or not the mechanism 51 is in a locked state.

  In addition, a sensor that can detect whether or not the lock mechanism 51 is in the locked state is provided, and whether or not the lock mechanism 51 is in the locked state is determined based on the detection result of the sensor. Good.

  In the above embodiment, the example in which the cranking speed decrease time is determined based on the position of the intake camshaft 32 has been described. However, the starter 22 may be stopped and re-driven regardless of the position of the intake camshaft 32, thereby decreasing and increasing the cranking speed. In this case, the first predetermined number Nα may be appropriately changed, for example, by increasing the number of times cranking is stopped and restarted in the “cranking speed changing process” (the first predetermined number Nα described above). Good. Even in this case, the effects shown in the above (1) to (5) and (7) can be achieved.

  In the above embodiment, the starter 22 is stopped when the apex of the cam nose 33A passes through the lifter 37. However, it is possible to change the timing for reducing the cranking speed. For example, when the top of the cam nose 33A contacts the lifter 37, that is, when the intake valve spring 34 is most contracted (timing T2 shown in FIG. 7), the cranking speed is stopped. You may employ | adopt the aspect which starts the fall of this. Even in this case, since the intake camshaft 32 rotates in the rotational direction RC due to the inertial force of the intake camshaft 32, a negative torque is applied to the intake camshaft 32 during the period during which the valve lift amount decreases. During the period in which the air pressure acts, the relative difference between the rotational speed of the vane rotor 53 that is drivingly connected to the intake camshaft 32 and the rotational speed of the housing 52 that is drivingly connected to the crankshaft 15 can be increased. Further, by taking into account the inertial force acting on the intake camshaft 32 in this way, it is possible to adopt a mode in which the starter 22 is stopped before the apex of the cam nose 33A contacts the lifter 37. That is, even if the starter 22 is stopped during a period in which the valve lift amount increases and a positive torque acts on the intake camshaft 32, the cam nose 33A is caused by the inertial force of the intake camshaft 32. When the top of the cam nose 33 </ b> A contacts the lifter 37, the starter 22 can be stopped before the top of the cam nose 33 </ b> A contacts the lifter 37.

  In the above-described embodiment, the example in which the cranking speed is decreased by stopping the starter 22 in the “cranking speed changing process” has been described. On the other hand, a starter capable of variably setting the cranking speed may be provided, and the cranking speed may be lowered without stopping the starter. For example, a mode in which the cranking speed is reduced to a half speed may be employed. Even in this case, the relative difference between the rotational speed of the vane rotor 53 that is drivingly connected to the intake camshaft 32 and the rotational speed of the housing 52 that is drivingly connected to the crankshaft 15 is compared with that before the cranking speed is reduced. Thus, the above-described effects can be achieved. However, in order to increase the relative rotation amount by increasing the relative difference between the rotation speeds of both rotating bodies, the gradient of the cranking speed accompanying the “cranking speed changing process” is steep and the degree of decrease is also large. It is preferably set. Therefore, as shown in the above embodiment, the relative rotation amount can be further increased by stopping the cranking and lowering the cranking speed to “0”. Can be suitably obtained.

  The internal combustion engine to which the control device according to the present invention is applied is not limited to the in-line three-cylinder internal combustion engine exemplified in the above embodiment. That is, in addition to an internal combustion engine having a V-type cylinder arrangement, for example, as shown in FIG. 10, it can be embodied as a control device for an in-line four-cylinder internal combustion engine. In this case, the apex of the cam nose 133A is arranged every 90 ° around the central axis of the cam shaft 132. Therefore, as shown in FIG. 9, the cranking is stopped every 180 ° CA in consideration of the position of the cam nose 133A in place of the execution mode of the above embodiment in which the cranking is stopped every 240 ° CA. Thus, the above-described effects can be achieved.

  The configuration of the lock mechanism 51 shown in the above embodiment is an example, and can be changed as appropriate. For example, in the above-described embodiment, the advance angle lock mechanism 60 and the retard angle lock mechanism 70 have been shown as examples having a ratchet function for advancing the valve timing that is on the retard side with respect to the specific time PM. On the other hand, the advance angle lock mechanism 60 and the retard angle lock mechanism 70 may be configured so as to have a function of delaying the valve timing on the advance side with respect to the specific time PM.

  In each of the above embodiments, the example in which the lock mechanism 51 is configured by the advance angle lock mechanism 60 and the retard angle lock mechanism 70 has been described. On the other hand, the lock mechanism 51 may be configured by a single lock mechanism. Even in this case, the lock mechanism has a ratchet function capable of autonomously changing the valve timing by forming the plurality of step portions having different depths in the recesses of the single lock mechanism. It is possible. Therefore, each effect mentioned above can be produced.

In the above-described embodiment, an example in which the concave portions 63 and 73 are formed in the cover 36 is shown, but the concave portions 63 and 73 may be formed in the sprocket 35.
In the above embodiment, the first lock pin 61 and the second lock pin 71 are both provided in the vane rotor 53, while the first recess 63 and the second recess 73 are both provided in the cover 36. Indicated. On the other hand, a configuration in which the pins 61 and 71 are both provided in the cover 36 while the recesses 63 and 73 are both provided in the vane rotor 53 may be adopted. Moreover, you may employ | adopt the structure by which the pins 61 and 71 are provided in a mutually different rotary body. For example, the first lock pin 61 is provided in the vane rotor 53 and the first recess 63 is provided in the cover 36, while the second lock pin 71 is provided in the cover 36 and the second recess 73 is provided in the vane rotor 53. It may be provided.

  In the above-described embodiment, the lock pins 61 and 71 provided on the vane rotor 53 reciprocate to the distal end side ZA and the proximal end side ZB, and the recesses 63 and 73 into which the lock pins 61 and 71 are respectively inserted are covered. The example formed in 36 was shown. On the other hand, a configuration may be adopted in which the lock pin is provided in a manner protruding from the outer peripheral surface of the vane rotor 53, while a recess into which the lock pin is fitted is provided on the inner peripheral surface of the housing 52.

  In the above embodiment, the sprocket 35 is drivingly connected to the crankshaft 15 and the vane rotor 53 is drivingly connected to the intake camshaft 32. However, the variable valve operating apparatus 30 may be configured in such a manner that the sprocket 35 is drivingly connected to the intake camshaft 32 and the vane rotor 53 is drivingly connected to the crankshaft 15. Even in this case, the above-described effects can be achieved.

  In the above-described embodiment, an example in which the embodiment is embodied as a control device for an internal combustion engine including the variable valve operating device 30 that changes the valve timing of the intake valve 31 is shown. However, the variable valve operating device that changes the valve timing of the exhaust valve 41 It is also possible to embody the present invention as a control device for an internal combustion engine comprising: Further, the present invention can be embodied as a control device for an internal combustion engine that includes both a variable valve device that changes the valve timing of the intake valve 31 and a variable valve device that changes the valve timing of the exhaust valve 41. is there.

  In the above embodiment, when the valve timing is retarded from the specific time, the case where the valve timing is advanced stepwise to the specific time has been described. However, the valve timing is advanced from the specific time. Sometimes, even if this is delayed in stages until a specific time, the valve timing can be quickly increased to a specific time by continuously decreasing and increasing the cranking speed multiple times as described above. Can be retarded.

  In a hybrid vehicle that includes a motor generator (motor generator) in addition to an internal combustion engine as a vehicle drive source, the starting operation of the internal combustion engine is performed through the motor generator. The series of controls described in the above embodiment can be applied even when the start operation of the internal combustion engine is performed by such a motor generator. The engine starting device applicable in the present invention is not limited to the above-described starter and motor generator as long as the internal combustion engine can be shifted from the stopped state to the complete explosion state.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 11 ... Piston, 12 ... Combustion chamber, 13 ... Intake passage, 14 ... Exhaust passage, 15 ... Crankshaft, 16 ... Sprocket for crankshaft, 17 ... Timing chain, 18 ... Connecting rod, 20 ... Oil pump , 21 ... Oil pan, 22 ... Starter (engine starting device), 23 ... Battery, 24 ... Hydraulic oil passage, 25 ... Oil passage control valve (OCV), 30 ... Variable valve operating device, 31 ... Intake valve, 32, 132 , 200 ... intake camshaft, 33 ... intake cam, 33A, 133A ... intake cam nose, 34 ... intake valve spring, 35, 101 ... sprocket (first rotating body), 36 ... cover (first rotation) Body), 37 ... lifter, 41 ... exhaust valve, 42 ... exhaust camshaft, 43 ... exhaust cam, 44 ... exhaust valve spring, 45 ... exhaust camshaft Procket, 50, 100 ... variable mechanism, 51, 110 ... lock mechanism, 52, 102 ... housing (first rotating body), 53, 103 ... vane rotor (second rotating body), 53A ... boss, 53B, 103A ... Vane, 54 ... compartment, 55, 105 ... storage chamber, 56, 106 ... advance chamber, 57, 107 ... retard chamber, 60 ... advance lock mechanism, 61 ... first lock pin, 62 ... first Spring, 63 ... first recess, 64 ... first upper step, 65 ... first lower step, 66,76 ... vane hole, 67 ... first release chamber, 68 ... first spring chamber, 70 ... Retardation lock mechanism, 71 ... second lock pin, 72 ... second spring, 73 ... second recess, 74 ... second upper step, 75 ... second lower step, 77 ... second release chamber 78 ... Second spring chamber, 80 ... Control unit, 80A ... Memory, 81 ... Crank angle sensor , 82 ... cam angle sensor, 83 ... mass flow sensor, 84 ... intake air temperature sensor, 85 ... push start switch, 111 ... pin, 112 ... recessed portion, 113 ... spring 114 ... release chamber.

Claims (3)

The first rotating body drivingly connected to the crankshaft and the second rotating body drivingly connected to the camshaft are driven to open and close by the camshaft by relatively rotating around the same rotation axis based on the hydraulic pressure of the hydraulic oil. A hydraulically driven variable mechanism that changes the valve timing of the valve to be
By fitting a lock pin provided on one of the two rotating bodies into a recess provided on the other of the two rotating bodies, the relative rotation of the two rotating bodies is mechanically locked to set the valve timing to the most retarded timing. The locked state is locked at a specific time at which the engine can be started between the most advanced angle timing and the most advanced angle timing, and the two rotating bodies are relatively rotated by removing the lock pin from the recess. The lock pins are sequentially moved when the two rotating bodies rotate relative to the plurality of step portions formed in the concave portion along the circumferential direction of the rotating body based on the alternating torque acting on the cam shaft. A control apparatus for an internal combustion engine, comprising: a variable valve apparatus having a lock mechanism having a ratchet function to insert and insert the valve timing step by step until the specific time.
An internal combustion engine that performs a cranking speed changing process that continuously lowers and raises the cranking speed a plurality of times during a cranking operation by the engine starting device when the lock mechanism is not in a locked state. Control device. The control device for an internal combustion engine according to claim 1, wherein the cranking operation by the engine starting device is executed on condition that a push-type start switch is pushed. It is determined whether or not the cranking speed changing process has been executed a predetermined number of times or more without the internal combustion engine shifting to a complete explosion state, and when it is determined that the cranking speed changing process has been executed a predetermined number of times or more, the engine The control device for an internal combustion engine according to claim 1 or 2, wherein the cranking operation by the starting device is forcibly terminated.

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