JP5495905B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device that changes opening / closing characteristics of an engine valve through control of a variable valve mechanism.

  In an engine equipped with a variable valve mechanism, the opening / closing characteristics of an intake valve and an exhaust valve, which are engine valves, can be changed. Patent Document 1 proposes a variable valve mechanism that changes the valve working angle and the maximum valve lift amount of an engine valve.

JP-A-2001-263015

By the way, in recent years, an engine capable of further improving fuel consumption and drivability (vehicle riding comfort) is desired in order to cope with environmental problems and diversification of user demands.
Various engine control devices with variable valve mechanisms have been proposed for the purpose of improving fuel economy and output, but those for the purpose of improving drivability are still suitable. No proposal has been made.

  The present invention has been made in view of such a situation, and an object thereof is to provide an engine control device capable of improving operability through control of a variable valve mechanism.

  (1) One form of the control apparatus of this engine has the following matters. The engine includes a throttle valve and an intake valve, and a variable valve mechanism, and the control device includes a vehicle speed sensor, an intake air temperature sensor, and a control unit. A signal that changes according to the intake temperature, the intake temperature sensor outputs a signal that changes according to the intake air temperature to the control unit, and the variable valve mechanism operates during the valve opening period of the intake valve. A valve operating angle is changed, and driving modes A and B are provided as driving modes. In the driving mode A, an intake air temperature measurement value that is an intake air temperature suggested by an output signal of the intake air temperature sensor is a reference intake air. When the temperature is equal to or higher than the temperature and when the post-start period, which is the elapsed time from the start of the engine start, is less than the reference post-start period, When the measured intake air temperature is equal to or higher than the reference intake air temperature and the post-start period is equal to or higher than the reference post-start period, a second valve operating angle is taken as the valve operating angle, and the first The 1-valve operating angle is set to suppress the occurrence of knocking, the second valve operating angle is set to improve intake efficiency, and the drive mode B converges the intake air flow rate to the target intake air flow rate. The valve operating angle is changed for the control unit to indicate that the warm-up state of the variable valve mechanism is indicated by an index value of the warm-up state of the variable valve mechanism; and The drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode based on the fact that the vehicle speed measurement value, which is the vehicle speed suggested by the output signal of the vehicle speed sensor, is greater than the lower limit vehicle speed. To change to B.

  When the drive mode is changed from drive mode A to drive mode B, the control target for adjusting the intake air amount is changed from the throttle valve to the variable valve mechanism. For this reason, there is a possibility that the actual intake air amount greatly deviates from the target intake air amount. If the actual intake air amount greatly deviates from the target intake air amount, the drivability may be deteriorated due to a rapid change in torque. On the other hand, when the driving state of the vehicle takes a driving state other than the low-speed driving state, the vibration of the engine or the vehicle is large.
  The engine control device changes the drive mode from the drive mode A to the drive mode B when the vehicle speed measurement value is greater than or equal to the lower limit vehicle speed based on the above matters. For this reason, it becomes difficult for the drivability to deteriorate due to the change of the drive mode.

  (2) One form of the control device of the engine has the following matters. The engine includes a throttle valve and an intake valve, and a variable valve mechanism. The control device includes an intake air temperature sensor and a control unit. The intake air temperature sensor outputs a signal that changes according to the intake air temperature. Output to the control unit, the variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes, and the drive mode A is When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When the first valve working angle is taken as the valve working angle, the measured intake air temperature is equal to or higher than the reference intake air temperature, and the post-start period is the When the period is equal to or longer than the period after the quasi-start, the second valve operating angle is set as the valve operating angle, the first valve operating angle is set to suppress the occurrence of knocking, and the second valve operating angle is set to the intake efficiency. The drive mode B changes the valve operating angle to converge the intake flow rate to the target intake flow rate, and the control unit completes warming up of the variable valve mechanism. That the variable valve mechanism is indicated by the index value of the warm-up state, and that the engine load index value indicates that the engine is in a transient operation state. The drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B.

  When the drive mode is changed from drive mode A to drive mode B, the control target for adjusting the intake air amount is changed from the throttle valve to the variable valve mechanism. For this reason, there is a possibility that the actual intake air amount greatly deviates from the target intake air amount. If the actual intake air amount greatly deviates from the target intake air amount, the drivability may be deteriorated due to a rapid change in torque. On the other hand, when the engine is in a transient operation state, the vibration of the engine or the vehicle is large, so that even if torque fluctuation occurs, the driver hardly feels the torque fluctuation.
  The control device of the engine changes the drive mode from the drive mode A to the drive mode B when the engine takes a transient operation state based on the above matters. For this reason, it becomes difficult for the drivability to deteriorate due to the change of the drive mode.

  (3) One form of the control apparatus of this engine has the following matters. The engine includes a throttle valve and an intake valve, and a variable valve mechanism. The control device includes an intake air temperature sensor and a control unit. The intake air temperature sensor outputs a signal that changes according to the intake air temperature. Output to the control unit, the variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes, and the drive mode A is When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When the first valve working angle is taken as the valve working angle, the measured intake air temperature is equal to or higher than the reference intake air temperature, and the post-start period is the When the period is equal to or longer than the period after the quasi-start, the second valve operating angle is set as the valve operating angle, the first valve operating angle is set to suppress the occurrence of knocking, and the second valve operating angle is set to the intake efficiency. The drive mode B changes the valve operating angle to converge the intake flow rate to the target intake flow rate, and the control unit completes warming up of the variable valve mechanism. That the variable valve mechanism is indicated by an index value of a warm-up state, and that the engine load index value indicates that the engine is in a high-load operation state. Then, the drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B.

  When the drive mode is changed from drive mode A to drive mode B, the control target for adjusting the intake air amount is changed from the throttle valve to the variable valve mechanism. For this reason, there is a possibility that the actual intake air amount greatly deviates from the target intake air amount. The degree of deviation between the actual intake air amount and the target intake air amount is likely to increase as the degree of change in the opening / closing characteristics when the drive mode is changed increases. If the actual intake air amount greatly deviates from the target intake air amount, the drivability may be deteriorated due to a rapid change in torque.
  The difference between the opening / closing characteristics when the engine is in a high-load operating state and the opening / closing characteristics in the driving mode A is the difference between the opening / closing characteristics when the engine is in an operating state other than the high-load operating state, Smaller than the difference.
  The control device of the engine changes the drive mode from the drive mode A to the drive mode B when the engine takes a high load operation state based on the above matters. For this reason, it becomes difficult for the drivability to deteriorate due to the change of the drive mode.

  (4) One form of the control apparatus of this engine has the following matters. The engine includes a throttle valve and an intake valve, and a variable valve mechanism. The control device includes an intake air temperature sensor and a control unit. The intake air temperature sensor outputs a signal that changes according to the intake air temperature. Output to the control unit, the variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes, and the drive mode A is When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When the first valve working angle is taken as the valve working angle, the measured intake air temperature is equal to or higher than the reference intake air temperature, and the post-start period is the When the period is equal to or longer than the period after the quasi-start, the second valve operating angle is set as the valve operating angle, the first valve operating angle is set to suppress the occurrence of knocking, and the second valve operating angle is set to the intake efficiency. The drive mode B changes the valve operating angle to converge the intake flow rate to the target intake flow rate, and the control unit completes warming up of the variable valve mechanism. It is suggested by the index value of the warm-up state of the variable valve mechanism, and that the engine load index value indicates that the engine takes an operating state other than the low-load operating state. The drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B.

  When the drive mode is changed from drive mode A to drive mode B, the control target for adjusting the intake air amount is changed from the throttle valve to the variable valve mechanism. For this reason, the actual intake air amount may be less than the target intake air amount, and the actual intake air amount may deviate greatly from the target intake air amount. If the actual intake air amount greatly deviates from the target intake air amount, engine stall may occur. On the other hand, when the operating state of the engine is in an operating state other than the low-load operating state, even if the intake air amount temporarily decreases, engine stall is unlikely to occur.
  The engine control device changes the drive mode from the drive mode A to the drive mode B when the engine takes an operation state other than the low-load operation state based on the above matters. For this reason, engine stall due to a change in the drive mode is less likely to occur.

  (5) One form of the engine control device has the following matters. The variable valve mechanism includes a valve lift mechanism, a control shaft, and an actuator. The valve lift mechanism has a structure for driving the intake valve, and includes a slider gear, an input gear, and an output gear. The control shaft supports the slider gear, the actuator moves the control shaft in the axial direction, the slider gear interlocks with the axial movement of the control shaft, and the input gear. Is assembled to the slider gear and operates based on the force input from the camshaft of the intake valve, and the output gear is assembled to the slider gear, and the intake valve is operated according to the operation of the input gear. The input gear and the output gear are driven by the slider gear. There were relatively rotated by moving in the axial direction, changing the valve operating angle by relative rotation.

The block diagram which shows the whole structure of the engine which mounts this variable valve mechanism about embodiment which actualized the control apparatus of the engine concerning this invention. The top view which shows the planar structure of a cylinder head about the engine of the embodiment. The graph which shows the change aspect of the valve working angle of an intake valve and the maximum valve lift amount by the variable valve mechanism of the embodiment. The perspective view which shows the perspective structure of an electric actuator and a valve mechanism main body about the variable valve mechanism of the embodiment. The perspective view which shows the disassembled perspective structure of a valve mechanism main body about the variable valve mechanism of the embodiment. The perspective view which shows the perspective structure of a slider gear (input spline and output spline) about the variable valve mechanism of the embodiment. Sectional drawing which shows the cross-section of a slider gear (input spline and output spline) about the variable valve mechanism of the embodiment. The perspective view which shows the perspective structure of the control shaft and its peripheral member about the variable valve mechanism of the embodiment. The perspective view which shows the disassembled perspective structure of a valve mechanism main body about the variable valve mechanism of the embodiment. The perspective view which shows the internal structure of a valve lift mechanism about the variable valve mechanism of the embodiment. Sectional drawing which shows the structure of the variable valve mechanism in a cylinder head and its periphery about the engine of the embodiment. The figure which shows the outline of the switching mode of the drive mode by an electronic controller about the variable valve mechanism of the embodiment. 7 is a flowchart showing a processing procedure of “engine start processing” executed through the electronic control unit in the embodiment. 6 is a flowchart showing a processing procedure of “first variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 6 is a flowchart showing a processing procedure of “first variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “first actuator driving processing” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “second variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “second variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “second actuator driving processing” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “second actuator driving processing” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “second actuator driving processing” executed through the electronic control unit in the embodiment. The flowchart which shows the process sequence of the "3rd variable valve mechanism drive process" performed through the electronic controller in the same embodiment. The flowchart which shows the process sequence of the "3rd variable valve mechanism drive process" performed through the electronic controller in the same embodiment. 9 is a flowchart showing a processing procedure of “third actuator drive processing” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of a “fourth variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of a “fourth variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of a “fourth actuator driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of a “fourth actuator driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “fifth variable valve mechanism driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “fifth actuator driving process” executed through the electronic control unit in the embodiment. 9 is a flowchart showing a processing procedure of “fifth actuator driving process” executed through the electronic control unit in the embodiment. The flowchart which shows the process sequence of the "6th variable valve mechanism drive process" performed through the electronic controller in the same embodiment. 9 is a flowchart showing a processing procedure of “sixth actuator driving process” executed through the electronic control unit in the embodiment. The timing chart which shows an example of the control aspect of the variable valve mechanism by the electronic controller of the embodiment. The timing chart which shows an example of the control aspect of the variable valve mechanism by the electronic controller of the embodiment. The timing chart which shows an example of the control aspect of the variable valve mechanism by the electronic controller of the embodiment.

An embodiment of the present invention will be described with reference to FIGS.
In the present embodiment, the present invention is embodied as a variable valve mechanism that changes the opening / closing characteristics (the valve operating angle and the maximum valve lift amount) of the intake valve.

<Engine structure>
FIG. 1 shows a schematic structure of an engine provided with a variable valve mechanism according to the present invention.
FIG. 2 shows a planar structure of a cylinder head in the engine.

The engine 1 includes a cylinder block 2 and a cylinder head 3.
The cylinder block 2 is provided with a plurality of cylinders 21.
A water jacket 22 is formed around the cylinder 21.

A piston 23 is disposed in each cylinder 21. A combustion chamber 24 is formed surrounded by the inner peripheral surface of the cylinder 21, the top surface of the piston 23, and the cylinder head 3.
The piston 23 is connected to the crankshaft 26 via a connecting rod 25.

  The cylinder head 3 is provided with an intake port 32 that connects the combustion chamber 24 and the intake pipe 31 and an exhaust port 36 that connects the combustion chamber 24 and the exhaust pipe 35.

The intake port 32 is opened and closed through the intake valve 33.
The intake valve 33 is opened through a cam 34C of the intake camshaft 34, and is closed through a valve spring.

The exhaust port 36 is opened and closed through an exhaust valve 37.
The exhaust valve 37 is opened through a cam 38C of the exhaust camshaft 38, and is closed through a valve spring.

The throttle valve 39 changes the area through which air can pass in the intake pipe 31.
The injector 41 injects fuel into the combustion chamber 24.

The ignition plug 42 ignites the air-fuel mixture in the combustion chamber 24.
The variable valve mechanism 5 changes the valve opening period (valve operating angle INCAM) of the intake valve 33.

The starter motor 11 rotates the crankshaft 26 when the engine 1 is started.
The battery 12 supplies power to the starter motor 11, the ignition plug 42, the variable valve mechanism 5, the electronic control device 9, and the like. In FIG. 1, a power supply path from the battery 12 to each of these devices is indicated by a one-dot chain line. The battery 12 is provided in a vehicle on which the engine 1 is mounted. In the following description, “vehicle” indicates a vehicle equipped with the engine 1.

The engine 1 is comprehensively controlled through the electronic control unit 9.
The electronic control unit 9 temporarily stores a central processing unit that executes arithmetic processing related to engine control, a read-only memory in which programs and maps necessary for engine control are stored in advance, calculation results of the central processing unit, etc. A random access memory, an input port for inputting an external signal, an output port for outputting a signal to the outside, and the like.

  A rotation speed sensor 91, a cooling water temperature sensor 92, an intake air temperature sensor 93, an air flow meter 94, an accelerator position sensor 95, a vehicle speed sensor 96, an ignition switch 97, and the like are connected to input ports of the electronic control device 9.

  The rotational speed sensor 91 is provided in the vicinity of the crankshaft 26 and outputs an electrical signal corresponding to the rotational speed of the crankshaft 26 (engine rotational speed NE). The output signal of the rotation speed sensor 91 is input to the electronic control unit 9 and then used as various engine rotation speed measurement values NEM for various controls.

  The cooling water temperature sensor 92 is provided around the cylinder 21 and outputs an electric signal corresponding to the temperature of the cooling water in the water jacket 22 (cooling water temperature THW). The output signal of the cooling water temperature sensor 92 is input to the electronic control unit 9 and then used for various controls as the cooling water temperature measurement value THWM.

  The intake air temperature sensor 93 is provided in the intake passage downstream of the air cleaner, and outputs an electrical signal corresponding to the temperature of the air in the intake pipe 31 (intake air temperature THA). The output signal of the intake air temperature sensor 93 is input to the electronic control unit 9 and then used as various intake air temperature measurement values THAM for various controls.

  The air flow meter 94 is provided in the intake passage downstream of the air cleaner, and outputs an electrical signal corresponding to the air flow rate (intake flow rate GA) in the intake pipe 31. After the output signal of the air flow meter 94 is input to the electronic control unit 9, it is used for various controls as an intake flow rate measurement value GAM. The intake flow rate GA corresponds to the amount of air (intake air amount) supplied into the combustion chamber 24.

  The accelerator position sensor 95 is provided in the vicinity of the accelerator pedal of the vehicle, and outputs an electric signal corresponding to the amount of depression of the accelerator pedal (accelerator operation amount ACP). The output signal of the accelerator position sensor 95 is input to the electronic control unit 9 and then used for various controls as an accelerator operation amount measurement value ACPM.

  The vehicle speed sensor 96 is provided in the vicinity of the wheel of the vehicle, and outputs an electrical signal corresponding to the rotational speed of the wheel (vehicle speed SPD). The output signal of the vehicle speed sensor 96 is input to the electronic control unit 9 and then used for various controls as the vehicle speed measurement value SPDM.

  The ignition switch 97 is provided in the driver's seat of the vehicle and is switched to any one of “OFF”, “ACC”, “ON”, and “START”. When the ignition switch 97 is in the “ON” position, the ignition signal IG is input to the electronic control unit 9. When the ignition switch 97 is in the “START” position, the starter signal STA is input to the electronic control unit 9 together with the ignition signal IG. In the present embodiment, the state where the ignition switch 97 is in the “ACC” position is treated as the same state as the state where the ignition switch 97 is in the “OFF” position.

Drive circuits such as an injector 41, an ignition plug 42, a starter motor 11, and a variable valve mechanism 5 are connected to the output port of the electronic control unit 9.
The electronic control unit 9 adjusts the throttle control for adjusting the opening degree of the throttle valve 39 (throttle opening degree THR) and the fuel injection amount of the injector 41 based on the engine operating state grasped from the output signals of the respective sensors. Various controls such as fuel injection control for controlling the ignition timing, ignition timing control for adjusting the ignition timing of the ignition plug 42, and variable valve mechanism control for adjusting the valve operating angle INCAM. The control unit includes the electronic control device 9.

<Variation of valve working angle>
With reference to FIG. 3, the change aspect of the valve working angle INCAM by the variable valve mechanism 5 will be described.

  The variable valve mechanism 5 continuously changes the valve working angle INCAM from the largest valve working angle (maximum valve working angle INCAMmax) to the smallest valve working angle (minimum valve working angle INCAMmin). Further, in synchronization with the change in the valve operating angle INCAM, the maximum valve lift amount INVL of the intake valve 33 (the amount by which the intake valve 33 moves from the most closed position to the most open position) is changed.

  The maximum valve lift amount INVL is the largest maximum valve lift amount (upper limit maximum valve lift amount INVLmax) when the valve operating angle INCAM is the maximum valve operating angle INCAMmax. Further, when the valve working angle INCAM is the minimum valve working angle INCAMmin, the smallest maximum valve lift amount (lower limit maximum valve lift amount INVLmin) is obtained. That is, the maximum valve lift amount INVL continuously changes between the upper limit maximum valve lift amount INVLmax and the lower limit maximum valve lift amount INVLmin in synchronization with the change of the valve operating angle INCAM.

<Structure of variable valve mechanism>
The detailed structure of the variable valve mechanism 5 will be described with reference to FIGS. In the variable valve mechanism 5, the structure corresponding to each cylinder 21 has the same structure. Therefore, in FIGS. 4, 5, 8, 9, and 10, the position corresponding to one cylinder 21 is used. Only the structure of is shown.

[1] “Overall structure of variable valve mechanism”
FIG. 4 shows a perspective structure of the variable valve mechanism 5.
The variable valve mechanism 5 includes an electric actuator 5A and a valve mechanism body 5B.

  The valve mechanism main body 5B includes a rocker shaft 51, a control shaft 52, and a valve lift mechanism 53. Each cylinder 21 is provided with a valve lift mechanism 53.

  The rocker shaft 51 is arranged so as to extend in the cylinder arrangement direction (arrow FR direction) in the cylinder head 3. Moreover, it is fixed so that it cannot rotate and move in the axial direction. An arrow F indicates a direction away from the electric actuator 5A, and an arrow R indicates a direction approaching the electric actuator 5A.

  A control shaft 52 is disposed in the rocker shaft 51 so as to be movable in the axial direction. A valve lift mechanism 53 is provided on the rocker shaft 51 at a position corresponding to each cylinder 21. That is, all the valve lift mechanisms 53 are supported by one common rocker shaft 51.

The control shaft 52 is connected to the electric actuator 5A.
The electric actuator 5A includes an electric motor 5A1 and a motion conversion mechanism 5A2. The electric motor 5A1 is driven through the electric power supplied from the battery 12. The motion conversion mechanism 5A2 converts the rotational motion of the electric motor 5A1 into a linear motion and transmits it to the control shaft 52. That is, in the variable valve mechanism 5, the control shaft 52 is driven through the electric motor 5A1 of the electric actuator 5A.

  The electronic control unit 9 changes the valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 by displacing the control shaft 52 in the axial direction through the control of the electric actuator 5A. When the control shaft 52 is displaced in the direction of the arrow F, the valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 are changed to increase. On the other hand, when the control shaft 52 is displaced in the direction of the arrow R, the valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 are changed to be smaller. The relationship between the moving direction of the control shaft 52 and the changing direction of the valve operating angle INCAM and the maximum valve lift amount INVL can be set opposite to the above relationship.

[2] “Structure of the valve mechanism”
FIG. 5 shows an exploded perspective structure of the valve mechanism main body 5B.
FIG. 6 shows a perspective structure of the slider gear 6.

FIG. 7 shows a cross-sectional structure of the slider gear 6 along the axis.
The valve lift mechanism 53 includes a slider gear 6, an input gear 7, and an output gear 8.

  The slider gear 6 is provided on the rocker shaft 51. Further, the rocker shaft 51 is provided so as to be able to move in the axial direction in conjunction with the control shaft 52.

  The slider gear 6, the input gear 7 and the output gear 8 are meshed with each other through a helical spline. Further, the input gear 7 and the output gear 8 are assembled to the slider gear 6 in a state where the side surfaces located between the gears 7 and 8 are in contact with each other.

[3] “Slider gear structure”
The slider gear 6 is provided with a slider gear input spline 61 and a slider gear output spline 62.

  The slider gear input spline 61 is provided at the center of the slider gear 6 in the axial direction. Further, it is formed so as to mesh with a helical spline (input gear spline 71) of the input gear 7.

  The slider gear output spline 62 is provided on both sides of the slider gear input spline 61. Further, it is formed so as to mesh with a helical spline (output gear spline 81) of the output gear 8.

  The slider gear input spline 61 and the slider gear output spline 62 are formed so that the inclination directions of the teeth are opposite. The outer diameter of the slider gear output spline 62 is set smaller than the diameter of the groove portion of the slider gear input spline 61.

  A shaft insertion hole 63 extending in the axial direction is formed inside the slider gear 6. A pin groove 64 extending in the circumferential direction is formed inside the slider gear input spline 61.

  The slider gear 6 is formed with a pin insertion hole 61H so that the connect pin 54 can be inserted into the internal space. The pin insertion hole 61H is formed as a hole communicating from the outer peripheral side of the slider gear input spline 61 to the pin groove 64. The connect pin 54 is attached to the slider gear 6 in order to move the control shaft 52 and the slider gear 6 in conjunction with each other.

[4] “Structure of input gear”
The input gear 7 includes an input gear housing 72 that is a main body thereof.
A space extending in the axial direction of the rocker shaft 51 is formed in the input gear housing 72. A helical spline (input gear spline 71) that engages with the slider gear input spline 61 of the slider gear 6 is formed on the inner peripheral side of the input gear housing 72.

  An input arm 73 that contacts the cam 34 </ b> C of the intake camshaft 34 is provided on the outer peripheral side of the input gear housing 72. The input arm 73 includes a pair of support arms 73L and 73R, a shaft 73A, and a roller 73B.

Each of the above elements constituting the input arm 73 is configured as follows.
The support arms 73L and 73R are formed to protrude in the radial direction from the outer periphery of the input gear housing 72. Moreover, it forms so that it may mutually become parallel.
The shaft 73A is provided between the support arm 73L and the support arm 73R so as to be parallel to the axis of the rocker shaft 51.
The roller 73B is attached to the shaft 73A in a rotatable state.

[5] “Structure of output gear”
The output gear 8 includes an output gear housing 82 that is a main body thereof.
A space extending in the axial direction of the rocker shaft 51 is formed inside the output gear housing 82. Further, a helical spline (output gear spline 81) that meshes with the slider gear output spline 62 of the slider gear 6 is formed on the inner peripheral side of the output gear housing 82. The inclination direction of the tooth trace of the output gear spline 81 is formed opposite to the inclination direction of the tooth trace of the input gear spline 71.

  On the outer peripheral side of the base circle portion (base portion 82A) of the output gear housing 82, an output arm 83 protruding in the radial direction is formed. On one side of the output arm 83, a cam surface 83A curved in a concave shape is provided.

[6] “Structure of rocker shaft and control shaft”
FIG. 8 shows a perspective structure of the rocker shaft 51 and the control shaft 52.
In the control shaft 52, a pin insertion hole 52H is formed at a location where the valve lift mechanism 53 is attached. That is, in the present embodiment, four pin insertion holes 52H are formed in the control shaft 52.

The pin insertion hole 52H is fitted with a connection pin 54 for moving the control shaft 52 and the slider gear 6 in the axial direction in conjunction with each other.
In the rocker shaft 51, a pin moving hole 51H is formed at a location corresponding to the pin insertion hole 52H of the control shaft 52. The pin moving hole 51H is formed as a long hole extending in the axial direction so as to allow movement of the connect pin 54 on the rocker shaft 51.

A bush 55 is attached to the connect pin 54.
The bush 55 is formed such that a surface (support end surface 55 </ b> F) substantially orthogonal to the axial direction of the control shaft 52 is in surface contact with the pin groove 64 of the slider gear 6. Further, a pin insertion hole 55H for fitting the connect pin 54 is formed.

  The axial length of the control shaft 52 in the bush 55 is set to be approximately the same as the width of the pin groove 64 of the slider gear 6. Therefore, by attaching the bush 55 to the connect pin 54, the relative position in the axial direction between the control shaft 52 and the slider gear 6 is fixed.

[7] “Assembly mode of valve mechanism”
FIG. 9 shows an exploded perspective structure of the valve mechanism main body 5B.
Each member of the valve mechanism main body 5B can be assembled according to the following procedure.
Insert the control shaft 52 into the rocker shaft 51.
The bush 55 is disposed in the pin groove 64 of the slider gear 6.
The rocker shaft 51 is inserted into the slider gear 6.
The rear end portion of the connect pin 54 is fitted into the control shaft 52 via the slider gear 6, the bush 55, and the rocker shaft 51.

[8] “Internal structure of valve lift mechanism”
FIG. 10 shows the internal structure of the valve lift mechanism 53.
The connecting pin 54 is disposed in the pin groove 64 in a state where the tip end portion thereof does not contact the inner peripheral surface of the slider gear 6. The bush 55 is disposed in the pin groove 64 in a state where the support end surface 55F is in surface contact with the slider gear 6.

  Thereby, when the control shaft 52 moves in the axial direction, the slider gear 6 moves in the axial direction by the same amount as the movement amount. That is, the slider gear 6 moves in the axial direction in conjunction with the control shaft 52. At this time, since the force acting in the axial direction is received by the entire contact surface between the bush 55 and the pin groove 64, the slider gear 6 is stably moved by the connecting pin 54.

The connect pin 54 and the bush 55 are disposed in the pin groove 64 so as to be able to move relative to the slider gear 6.
Thereby, when the torque of the intake camshaft 34 is transmitted to the input gear 7, the slider gear 6 swings around the rocker shaft 51 as an axis. That is, the pin groove 64 moves relative to the connect pin 54 and the bush 55 in the circumferential direction. At this time, since the support end surface 55F of the bush 55 and the pin groove 64 slide in a surface contact state, the relative movement is stably performed.

[9] “Variation of valve operating angle and maximum valve lift”
In the variable valve mechanism 5, when the axial relative positions of the slider gear 6, the input gear 7, and the output gear 8 are changed through the movement of the control shaft 52 in the axial direction, the input gear 7 and the output gear 8 are changed. On the other hand, twisting forces in opposite directions are applied.

  Thereby, since the input gear 7 and the output gear 8 rotate relatively, the relative phase difference between the input gear 7 (input arm 73) and the output gear 8 (output arm 83) is changed. In the variable valve mechanism 5, since all the slider gears 6 are fixed to a common control shaft 52, the relative phase differences of all the valve lift mechanisms 53 are simultaneously generated as the control shaft 52 moves. Be changed.

The valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 change as follows through the change of the relative phase difference.
(A) As the relative phase difference decreases, that is, as the input arm 73 and the output arm 83 approach each other in the circumferential direction, the valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 decrease.
(B) As the relative phase difference increases, that is, as the input arm 73 and the output arm 83 are separated from each other in the circumferential direction, the valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 increase.

[10] “Valve lift structure of the engine”
FIG. 11 shows a structure around the variable valve mechanism 5 in the cylinder head 3.
In the cylinder head 3, an intake roller rocker arm 43 is disposed above the intake valve 33. A valve lift mechanism 53 of the variable valve mechanism 5 is disposed between the intake camshaft 34 and the intake roller rocker arm 43.

  One end of the intake roller rocker arm 43 is supported by a lash adjuster 44. The other end is in contact with the stem end of the intake valve 33.

  The intake roller rocker arm 43 is urged toward the variable valve mechanism 5 by the valve spring 45 of the intake valve 33. Thus, the roller 43R is always maintained in contact with the output gear 8 of the valve lift mechanism 53.

  The roller 73B of the input gear 7 is urged toward the intake camshaft 34 by a spring arranged in a compressed state on the cylinder head 3. As a result, the roller 73B is always maintained in contact with the cam 34C of the intake camshaft 34.

  In the output gear 8, either the base portion 82 </ b> A of the housing 82 or the cam surface 83 </ b> A of the output arm 83 is always in contact with the roller 43 </ b> R of the intake roller rocker arm 43.

  In the engine 1, the input gear 7 is pushed as the intake camshaft 34 rotates. At this time, the torque of the intake camshaft 34 is transmitted to the output gear 8 via the input gear 7 and the slider gear 6 so that the output gear 8 swings. Since the corresponding intake roller rocker arm 43 is pushed through the swinging of the output gear 8, the intake valve 33 is lifted in the valve opening direction.

  In the engine 1, the amount of depression of the intake roller rocker arm 43 by the output gear 8 (movement from the most closed position to the most open position) according to the relative phase difference between the input arm 73 and the output arm 83. Accordingly, the valve operating angle INCAM and the maximum valve lift amount INVL of the intake valve 33 are changed accordingly.

<Control Mode of Variable Valve Mechanism>
With reference to FIG. 12, the drive mode of the variable valve mechanism 5 switched by the electronic control unit 9 will be described.

[1] “Driving mode selection mode”
The electronic control unit 9 selects the drive mode of the variable valve mechanism 5 basically in the following modes (a) and (b).

  (A) When the electronic control device 9 drives the variable valve mechanism 5 in a state where the ignition signal IG is on (a state where the ignition signal IG is input to the electronic control device 9), the electronic control device 9 drives the variable valve mechanism 5 As the mode, one of “first mode”, “second mode”, “third mode”, and “fourth mode” is selected.

  (B) When the electronic control device 9 drives the variable valve mechanism 5 in a state where the ignition signal IG is off (a state where the ignition signal IG is not input to the electronic control device 9), the electronic control device 9 drives the variable valve mechanism 5 Either “fifth mode” or “sixth mode” is selected as the mode.

[2] “Variable valve mechanism drive processing”
The electronic control unit 9 switches each drive mode through “variable valve mechanism drive processing”. The “variable valve mechanism driving process” includes the following processes (a) to (f).
(A) "First variable valve mechanism driving process" (FIGS. 14 and 15).
(B) “Second variable valve mechanism driving process” (FIGS. 17 and 18).
(C) “Third variable valve mechanism driving process” (FIGS. 22 and 23).
(D) “Fourth variable valve mechanism driving process” (FIGS. 25 and 26).
(E) “Fifth variable valve mechanism drive process” (FIG. 29).
(F) “Sixth variable valve mechanism drive process” (FIG. 32).

[3] “Variable valve mechanism drive process execution mode”
The electronic control unit 9 executes the “variable valve mechanism driving process” in the following modes (a) to (c). In the vehicle of the present embodiment, the electronic control device 9 continues to be driven when the ignition switch 97 is in any of the positions “OFF”, “ACC”, “ON”, and “START”. ing.
(A) The “first variable valve mechanism driving process” is started when the electronic control device 9 is driven.
(B) After starting the “first variable valve mechanism driving process”, an appropriate variable valve mechanism driving process is executed according to the flow of each process.
(C) When the “sixth variable valve mechanism drive process” is not started at the end of the “fifth variable valve mechanism drive process” or when the “sixth variable valve mechanism drive process” is ended, When the “variable valve mechanism driving process” is not started, the “first variable valve mechanism driving process” is started again.

[4] “Relationship between drive mode and variable valve mechanism drive processing”
The relationship between the drive mode of the variable valve mechanism 5 and each variable valve mechanism drive process is shown below.
(A) When the drive mode of the variable valve mechanism 5 is set to the “first mode”, the “first variable valve mechanism drive process” (FIGS. 14 and 15) is executed. The electric actuator 5A is controlled through a “first actuator driving process” (FIG. 16) executed as part of the “first variable valve mechanism driving process”.

  (B) When the drive mode of the variable valve mechanism 5 is set to the “second mode”, the “second variable valve mechanism drive process” (FIGS. 17 and 18) is executed. The electric actuator 5A is controlled through a “second actuator driving process” (FIGS. 19 to 21) executed as part of the “second variable valve mechanism driving process”.

  (C) When the drive mode of the variable valve mechanism 5 is set to the “third mode”, the “third variable valve mechanism drive process” (FIGS. 22 and 23) is executed. Further, the electric actuator 5A is controlled through the “third actuator driving process” (FIG. 24) executed as part of the “third variable valve mechanism driving process”.

  (D) When the drive mode of the variable valve mechanism 5 is set to the “fourth mode”, the “fourth variable valve mechanism drive process” (FIGS. 25 and 26) is executed. The electric actuator 5A is controlled through a “fourth actuator driving process” (FIGS. 27 and 28) executed as part of the “fourth variable valve mechanism driving process”.

  (E) When the drive mode of the variable valve mechanism 5 is set to the “fifth mode”, the “fifth variable valve mechanism drive process” (FIG. 29) is executed. The electric actuator 5A is controlled through a “fifth actuator driving process” (FIGS. 30 and 31) executed as part of the “fifth variable valve mechanism driving process”.

  (F) When the drive mode of the variable valve mechanism 5 is set to the “sixth mode”, the “sixth variable valve mechanism drive process” (FIG. 32) is executed. Further, the electric actuator 5A is controlled through a “sixth actuator driving process” (FIG. 33) executed as part of the “sixth variable valve mechanism driving process”.

[5] “Driving mode switching mode”
The electronic control unit 9 basically switches the drive mode in the following modes (a) to (h). In the following, only typical conditions for switching are shown.

  (A) When the electronic control unit 9 detects that the ignition switch 97 is switched from the “OFF” (or “ACC”) position to the “ON” position while the variable valve mechanism 5 is stopped. Then, the drive mode of the variable valve mechanism 5 is switched to the “first mode”.

  (B) The electronic control unit 9 drives the variable valve mechanism 5 when it detects that the engine 1 is started in the state where the “first mode” is selected as the drive mode of the variable valve mechanism 5. The mode is switched from “first mode” to “second mode”.

  (C) When the electronic control unit 9 detects that the warm-up of the variable valve mechanism 5 is completed in the state where the “second mode” is selected as the drive mode of the variable valve mechanism 5, The drive mode of the valve mechanism 5 is switched from the “second mode” to the “third mode”.

  (D) When the electronic control unit 9 detects that the engine stall has occurred in the state where the “second mode” or the “third mode” is selected as the drive mode of the variable valve mechanism 5, The drive mode of the valve mechanism 5 is switched from the “second mode” or “third mode” to the “fourth mode”.

  (E) The electronic control unit 9 drives the variable valve mechanism 5 when it detects that the engine 1 has been started in the state where the “fourth mode” is selected as the drive mode of the variable valve mechanism 5. The mode is switched from the “fourth mode” to the drive mode (“second mode” or “third mode”) that was selected before the engine stall occurred.

  (F) In the state where the “fourth mode” is selected as the drive mode of the variable valve mechanism 5, the electronic control unit 9 has a variable valve mechanism 5 when the stop period of the engine 1 exceeds a predetermined period. Is switched from the “fourth mode” to the “first mode”.

  (G) The electronic control unit 9 selects any one of “first mode”, “second mode”, “third mode”, and “fourth mode” as the drive mode of the variable valve mechanism 5. , When it is detected that the ignition switch 97 has been switched to the “OFF” (or “ACC”) position, the drive mode of the variable valve mechanism 5 is switched from any one of the above drive modes to the “fifth mode”.

  (H) The electronic control unit 9 switches to the “OFF” position after the ignition switch 97 is switched to the “ON” position while the “fifth mode” is selected as the drive mode of the variable valve mechanism 5. When it is detected that the start of the engine 1 has never been completed before the operation is performed, the drive mode of the variable valve mechanism 5 is switched from the “fifth mode” to the “sixth mode”.

<Control mode of electric actuator>
An outline of the control mode of the electric actuator 5A by the electronic control device 9 will be described.
The electronic control unit 9 monitors the actual valve working angle INCAM during engine operation. When the valve operating angle INCAM (monitoring valve operating angle INCAMmnt) known in the control and the target valve operating angle INCAM (target valve operating angle INCAMtrg) are different, the monitoring valve operating angle INCAMmnt and the target valve operating angle INCAMtrg The electric actuator 5A is controlled so as to match.

The monitoring valve operating angle INCAMmnt can be calculated as follows, for example.
(1) The current position of the control shaft 52 is grasped based on the control amount of the electric actuator 5A (electric motor 5A1).
(2) The monitoring valve working angle INCAMmnt is calculated by applying the position of the control shaft 52 grasped in the above (1) to a map in which the relationship between the position of the control shaft 52 and the valve working angle INCAM is set in advance. .

The driving state of the electric actuator 5 </ b> A is switched to any one of the following (a) to (c) through the electronic control device 9. The “standby state” corresponds to a state where the electric actuator 5A is stopped. The “variable state” and “holding state” correspond to the state where the electric actuator 5A is driven.
(A) “Standby state”: a state in which power is not supplied from the battery 12.
(B) “Variable state”: A state in which the position of the control shaft 52 is changed by the electric power supplied from the battery 12.
(C) “Holding state”: a state in which the position of the control shaft 52 is fixed by the electric power supplied from the battery 12.

  The electric actuator 5A incorporates a lock mechanism that mechanically fixes the position of the control shaft 52. In the present embodiment, when the driving state of the electric actuator 5A is switched from the “variable state” or “holding state” to “standby state”, the position of the control shaft 52 (valve operating angle INCAM) is fixed through the lock mechanism. The Further, when the driving state of the electric actuator 5A is switched from the “standby state” to the “variable state” or the “holding state”, the fixing of the position of the control shaft 52 by the lock mechanism is released.

The electronic control unit 9 basically switches the driving state of the electric actuator 5A as follows.
(A) When the monitored valve operating angle INCAMmnt is different from the target valve operating angle INCAMtrg, the drive state of the electric actuator 5A is set to “variable state” to change the valve operating angle INCAM.
(B) When the monitored valve operating angle INCAMmnt coincides with the target valve operating angle INCAMtrg, the drive state of the electric actuator 5A is set to the “holding state” and the valve operating angle INCAM is maintained at the current size.

<Adjustment of intake flow rate>
In the engine 1, the intake flow rate GA is adjusted by changing the valve operating angle INCAM by the variable valve mechanism 5, thereby improving the fuel consumption in the low load operation state and improving the output in the high load operation state. Is possible. On the other hand, when the variable valve mechanism 5 is not sufficiently warmed up (when the friction of the control shaft 52 or the like is large), the load of the electric actuator 5A is excessively large when the valve working angle INCAM is changed. Tend to be.

In view of this, the engine 1 adjusts the intake air flow rate GA as follows.
(A) When the variable valve mechanism 5 has not been warmed up (when the drive mode of the variable valve mechanism 5 is set to the “second mode”), the intake flow rate GA is changed by changing the throttle opening THR. Make adjustments. That is, the throttle opening degree THR is controlled so that the intake flow rate measurement value GAM converges to the target value of the intake flow rate GA (target intake flow rate GAtrg). The target intake air flow rate GAtrg can be calculated based on the accelerator operation amount ACP, the engine speed NE, and the like.

  (B) When the variable valve mechanism 5 has been warmed up (when the drive mode of the variable valve mechanism 5 is set to “third mode”), the valve operating angle INCAM by the variable valve mechanism 5 The intake flow rate GA is adjusted through the change of. That is, the variable valve mechanism 5 is controlled so that the intake flow rate measurement value GAM converges to the target intake flow rate GAtrg. At this time, the throttle opening THR is maintained at a relatively large opening. When there is a request from another control (for example, adjusting the negative pressure in the intake pipe 31) being executed through the electronic control unit 9, the throttle opening THR is changed according to such a request.

<Engine start processing>
Prior to the description of the “variable valve mechanism driving process”, the “engine start process” for starting the engine 1 will be described.

FIG. 13 shows a processing procedure of “engine start processing”.
This process is performed through the electronic control unit 9. The process is started on the condition that the ignition signal IG is switched from OFF to ON.

[Step S10] It is determined whether or not the starter signal STA is switched from off to on.
When switching from off to on, the process of step S12 is performed.
-When not switched from off to on, the process of step S10 is performed again.

[Step S12] Start of the starter motor 11 is started.
[Step S14] Based on the completion of the cylinder discrimination, the execution of the fuel injection control and the ignition control is permitted.

[Step S20] It is determined whether or not the engine 1 has shifted from the initial explosion state to the complete explosion state.
In the process of step S20, it is determined that the initial explosion state has shifted to the complete explosion state when the engine rotation speed measurement value NEM is equal to or greater than the determination value. The initial explosion state indicates a state where the air-fuel mixture is burned but the engine 1 cannot be operated independently (a state where the rotation of the crankshaft 26 is not continued without the assistance of torque by the starter motor 11). The complete explosion state indicates a state in which the engine 1 can be operated independently (a state in which the rotation of the crankshaft 26 is continued without the assistance of torque by the starter motor 11).
When the engine 1 has shifted to the complete explosion state, the process of step S22 is performed.
When the engine 1 has not shifted to the complete explosion state, the process of step S20 is performed again.

[Step S22] The starter motor 11 is stopped.
[Step S24] A start completion flag eST indicating that the start of the engine 1 is completed is set to ON.

  Thus, in the “engine start process”, the starter motor 11 starts to be driven when the starter signal STA is turned on. That is, the engine 1 is started. And when the engine 1 transfers to a complete explosion state, the drive of the starter motor 11 is stopped. That is, the start of the engine 1 is completed.

<First variable valve mechanism drive process>
The “first variable valve mechanism driving process” will be described with reference to FIGS. 14 and 15.
[Step S110] It is determined whether or not the ignition signal IG has been switched from OFF to ON.
When switching from off to on, the process of step S112 is performed.
When the switch has not been switched from off to on, the process of step S110 is performed again.

[Step S112] The “first actuator driving process” (FIG. 16) is started. A detailed processing procedure of the “first actuator driving process” will be described later.
[Step S120] It is determined whether or not the ignition signal IG has been switched from on to off.
When switching from on to off, the process of step S122 (FIG. 15) is performed.
When it is not switched from on to off, the process of step S130 is performed.

[Step S122] The drive process of the electric actuator 5A currently being executed, that is, the “first actuator drive process” is interrupted.
[Step S124] The “fifth variable valve mechanism driving process” (FIG. 29) is started and the “first variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “first mode” to the “fifth mode”.

[Step S130] It is determined whether the “first actuator driving process” has been completed.
When the driving process is finished, the process of step S132 is performed.
When the driving process is not finished, the process of step S120 is performed again.

  [Step S132] “Second variable valve mechanism driving process” (FIG. 17) is started and “first variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “first mode” to the “second mode”.

<First actuator driving process>
The “first actuator driving process” will be described with reference to FIG.
[Step T102] The drive state of the electric actuator 5A is set to “standby state”. That is, switching the driving state of the electric actuator 5A to either the “variable state” or the “holding state” is prohibited.

  [Step T110] It is determined whether the drive period of the starter motor 11 (the elapsed time since the start of the starter motor 11 (motor drive period TM)) is equal to or longer than the mask period TMX.

  The mask period TMX is set in advance as a value for detecting a state in which the voltage of the battery 12 (battery voltage BV) is excessively decreased as the starter motor 11 starts to be driven.

The electronic control unit 9 determines the state of the battery 12 as follows through the process of step T110.
(A) When the motor drive period TM is less than the mask period TMX, it is determined that the battery voltage BV is excessively decreased by driving the starter motor 11. When this determination result is obtained, the process of step T110 is performed again.
(B) When the motor driving period TM is equal to or longer than the masking period TMX, it is determined that the battery voltage BV has escaped from the state where the battery voltage BV is excessively decreased by driving the starter motor 11. When this determination result is obtained, the “first actuator driving process” is ended.

  As described above, in the “first actuator driving process”, the process of step T110 is repeatedly performed from when the ignition switch 97 is switched to the “ON” position until the motor driving period TM becomes equal to or longer than the mask period TMX. . That is, the “standby state” of the electric actuator 5A is continued.

  Since the interior of the vehicle is relatively quiet until the start of the engine 1 after the driver or other occupant (driver or the like) gets on the vehicle, the variable valve mechanism 5 (electric When the actuator 5A) is driven, it may be considered that the driver or the like feels the operation sound of the variable valve mechanism 5 (electric actuator 5A) uncomfortable.

  Therefore, in the “first actuator driving process”, the driving state of the electric actuator 5A is set to the “standby state” until at least the start of the engine 1 is started. I try to suppress that. Further, by setting the drive state of the electric actuator 5A to the “standby state” until the motor drive period TM becomes equal to or longer than the mask period TMX, the starting failure of the engine 1 due to the decrease in the battery voltage BV is suppressed. I have to.

<Second variable valve mechanism driving process>
The “second variable valve mechanism driving process” will be described with reference to FIGS. 17 and 18.
[Step S202] The “second actuator driving process” (FIG. 19) is started. A detailed processing procedure of the “second actuator driving process” will be described later.

[Step S210] It is determined whether an engine stall has occurred.
When engine stall has occurred, the process of step S212 (FIG. 18) is performed.
When the engine stall has not occurred, the process of step S220 is performed.

[Step S212] The drive process of the electric actuator 5A currently being executed, that is, the “second actuator drive process” is interrupted.
[Step S214] The “fourth variable valve mechanism driving process” (FIG. 25) is started and the “second variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “second mode” to the “fourth mode”.

[Step S220] It is determined whether or not the ignition signal IG has been switched from on to off.
When switching from on to off, the process of step S222 (FIG. 18) is performed.
When it is not switched from on to off, the process of step S230 is performed.

[Step S222] The drive process of the electric actuator 5A currently being executed, that is, the “second actuator drive process” is interrupted.
[Step S224] The “fifth variable valve mechanism driving process” (FIG. 29) is started and the “second variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “second mode” to the “fifth mode”.

[Step S230] It is determined whether the “second actuator driving process” has been completed.
When the driving process is finished, the process of step S232 is performed.
When the driving process is not finished, the process of step S210 is performed again.

  [Step S232] The “third variable valve mechanism driving process” (FIG. 22) is started and the “second variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “second mode” to the “third mode”.

<Second actuator driving process>
The “second actuator driving process” will be described with reference to FIGS.
[Step T210] It is determined whether the measured intake air temperature THAM is equal to or higher than the reference intake air temperature THAX.

  Immediately after the engine 1 is started, the throttle valve 39 does not function properly as an intake throttle, so for a while since the start of the engine (the elapsed time since the start of the engine 1 (post-start period TE) becomes the reference post-start period TEX. Until a large amount of air flows into the combustion chamber 24. Accordingly, immediately after the engine 1 is started, the actual compression ratio exceeds the actual compression ratio corresponding to the throttle opening THR. On the other hand, the actual compression ratio increases as the intake air temperature THA increases. For this reason, when the engine 1 is started with the intake air temperature THA being relatively high, there is a high possibility of knocking until the post-start period TE reaches the reference post-start period TEX.

  Therefore, in the process of step T210, the intake air temperature THA is compared with the reference intake air temperature THAX to determine whether or not the intake air temperature THA is in a region that causes knocking. The reference intake air temperature THAX is set in advance through a test or the like.

The electronic control unit 9 determines the knocking immediately after the engine 1 is started through the determination process in step T210 as follows.
(A) When the measured intake air temperature THAM is equal to or higher than the reference intake air temperature THAX, it is determined that there is a possibility that knocking may occur due to an excessive increase in the actual compression ratio. When this determination result is obtained, the process of step T212 is performed.
(B) When the measured intake air temperature THAM is lower than the reference intake air temperature THAX, it is determined that there is no risk of knocking. When this determination result is obtained, the process of step T232 (FIG. 20) is performed.

  [Step T212] The first valve operating angle INCAMfst is set as the target valve operating angle INCAMtrg. The first valve operating angle INCAMfst indicates the valve operating angle INCAM at which the closing timing of the intake valve 33 is away from the bottom dead center and the vicinity thereof.

  Incidentally, when the valve closing timing of the intake valve 33 is set at the bottom dead center or in the vicinity thereof, the actual compression ratio is larger than when the valve closing timing of the intake valve 33 is set at any other time. Become. Therefore, by setting the valve working angle INCAM to the first valve working angle INCAMfst, a smaller actual compression ratio can be obtained in the relationship between the actual compression ratio and the valve working angle INCAM.

  [Step T214] The drive state of the electric actuator 5A is set to “variable state”. Then, the electric actuator 5A is controlled so that the valve working angle INCAM becomes the first valve working angle INCAMfst.

[Step T220] It is determined whether the monitored valve operating angle INCAMmnt matches the target valve operating angle INCAMtrg (first valve operating angle INCAMfst).
When the monitoring valve operating angle INCAMmnt matches the first valve operating angle INCAMfst, the process of step T222 is performed.
When the monitoring valve operating angle INCAMmnt does not coincide with the first valve operating angle INCAMfst, the process of step T220 is performed again. That is, the “variable state” of the electric actuator 5A is continued until the monitoring valve operating angle INCAMmnt matches the first valve operating angle INCAMfst.

  [Step T222] The driving state of the electric actuator 5A is switched from the “variable state” to the “holding state”. Thereby, the state in which the valve operating angle INCAM is set to the first valve operating angle INCAMfst is maintained.

[Step T230] It is determined whether the elapsed time (starting period TE) from the start of starting the engine 1 is equal to or longer than the reference starting period TEX.
The electronic control unit 9 determines the magnitude of the valve operating angle INCAM as follows through the determination process in step T230.
(A) When the post-start period TE is equal to or greater than the reference post-start period TEX, the throttle valve 39 functions appropriately as an intake throttle, so that the valve operating angle INCAM may be set to an operating angle other than the first valve operating angle INCAMfst. It is determined that the occurrence of knocking can be suppressed. When this determination result is obtained, the process of step T232 is performed.
(B) When the post-start period TE is less than the reference post-start period TEX, it is determined that the valve operating angle INCAM needs to be set to the first valve operating angle INCAMfst because the throttle valve 39 does not function properly as an intake throttle. . When this determination result is obtained, the process of step T230 is performed again.

  [Step T232] The second valve operating angle INCAMscd is set as the target valve operating angle INCAMtrg. The second valve operating angle INCAMscd corresponds to the valve operating angle INCAM that optimizes the intake efficiency.

  In the process of step T232, the engine rotational speed measurement value NEM is applied to a map in which the relationship between the engine rotational speed NE and the second valve operating angle INCAMscd is set in advance, whereby the second engine speed NE that matches the current engine rotational speed NE is obtained. The valve working angle INCAMscd is calculated.

  [Step T234] The drive state of the electric actuator 5A is set to “variable state”. Then, the electric actuator 5A is controlled so that the valve working angle INCAM becomes the second valve working angle INCAMscd.

[Step T240] It is determined whether the monitored valve operating angle INCAMmnt is equal to the target valve operating angle INCAMtrg (second valve operating angle INCAMscd).
When the monitoring valve operating angle INCAMmnt matches the second valve operating angle INCAMscd, the process of step T242 is performed.
When the monitoring valve operating angle INCAMmnt does not coincide with the second valve operating angle INCAMscd, the process of step T240 is performed again. That is, the “variable state” of the electric actuator 5A is continued until the monitoring valve operating angle INCAMmnt matches the second valve operating angle INCAMscd.

  [Step T242] The driving state of the electric actuator 5A is switched from the “variable state” to the “holding state”. Thereby, the state in which the valve operating angle INCAM is set to the second valve operating angle INCAMscd is maintained.

[Step T250] It is determined whether or not the variable valve mechanism 5 has been warmed up.
In the process of step T250, the coolant temperature THW is adopted as an index value for the warm-up state of the variable valve mechanism 5, and the variable coolant valve is measured by comparing the measured coolant temperature THWM with the reference coolant temperature THWX. It is determined whether or not the mechanism 5 has been warmed up. The reference cooling water temperature THWX is set in advance through a test or the like.

The electronic control unit 9 determines the warm-up state of the variable valve mechanism 5 as follows through the determination process in step T250.
(A) When the measured coolant temperature THWM is equal to or higher than the reference coolant temperature THWX, it is determined that the variable valve mechanism 5 has been warmed up. When this determination result is obtained, the process of step T260 is performed.
(B) When the measured coolant temperature THWM is less than the reference coolant temperature THWX, it is determined that the warm-up of the variable valve mechanism 5 has not been completed. When this determination result is obtained, the process of step T232 is performed again.

  [Step T260] Whether or not a condition (mode transition condition) that can switch the drive mode of the variable valve mechanism 5 from the “second mode” to the “third mode” while suppressing deterioration in drivability is satisfied. Determine.

  In the engine 1, when the drive mode of the variable valve mechanism 5 is set to the “second mode”, the intake flow rate GA is adjusted through control of the throttle valve 39 (change of the throttle opening THR). On the other hand, when the drive mode of the variable valve mechanism 5 is set to the “third mode”, the intake flow rate GA is adjusted through the control of the variable valve mechanism 5 (change of the valve operating angle INCAM). In any state, the throttle opening degree THR and the valve operating angle INCAM are changed so that the actual intake flow rate GA becomes the target intake flow rate GAtrg.

  However, when the drive mode is shifted, the control target for adjusting the intake flow rate GA is changed from the throttle valve 39 to the variable valve mechanism 5, so that the intake flow rate GA is adjusted as described above. The deviation between the actual intake flow rate GA and the target intake flow rate GAtrg may temporarily increase. Further, the degree of deviation between the actual intake air flow rate GA and the target intake air flow rate GAtrg is the amount of change in the valve operating angle INCAM when the drive mode is changed (the actual valve operating angle INCAM and the target valve operating angle at the start of the drive mode change). It tends to increase as the difference between the difference (INCAMtrg) increases.

  When the deviation degree between the actual intake air flow rate GA and the target intake air flow rate GAtrg is increased, the torque of the engine 1 changes abruptly, resulting in deterioration of drivability. Incidentally, during the transition of the drive mode, the degree of decrease in control accuracy due to individual differences of the throttle valve 39 and the variable valve mechanism 5 is larger than before and after the transition of the drive mode (when the drive mode is fixed). As a result, it is considered that the above divergence increases.

  In the “second actuator driving process”, when it is determined that the mode transition condition is satisfied through the process of step T260 in order to suppress the deterioration in drivability associated with the transition of the driving mode, the “second mode driving process” is performed. ”To“ third mode ”is permitted (the“ second actuator driving process ”is terminated).

In the process of step T260, it is determined that the mode transition condition is satisfied when at least one of the following [Condition 1], [Condition 2] and [Condition 3] and the following [Condition 4] are satisfied. ing. That is, when at least one of [Condition 1], [Condition 2] and [Condition 3] and [Condition 4] are satisfied, the transition from the “second mode” to the “third mode” is permitted.
[Condition 1]: The traveling state of the vehicle is not a low-speed traveling state.
[Condition 2]: The operating state of the engine 1 is a transient operating state.
[Condition 3]: The operating state of the engine 1 is a high-load operating state.
[Condition 4]: The operating state of the engine 1 is not a low-load operating state.

In this embodiment, the intake rate GAP is adopted as an index value of the load of the engine 1. That is, the load of the engine 1 is grasped through the intake rate GAP.
The intake rate GAP indicates the ratio between the maximum intake flow rate GA (maximum intake flow rate GAmax) obtained in the engine 1 and the intake flow rate measurement value GAM. That is, it is calculated through “GAP ← GAM / GAmax”. As the maximum intake flow rate GAmax, a value that is grasped in advance through a test or the like is employed.

The reason why the drive mode is switched based on the conditions from [Condition 1] to [Condition 4] will be described below.
[1] “About [Condition 1]”
In a state where the traveling speed of the vehicle (vehicle speed SPD) is relatively high, the vibration of the engine 1 and the vehicle is also large, so that the torque fluctuation is hardly transmitted to the driver. Therefore, by allowing the transition from the “second mode” to the “third mode” when the vehicle speed SPD is in such a region (torque variation allowable region), the deterioration of drivability due to the transition of the drive mode is suppressed. It becomes possible to do.

  Therefore, in the present embodiment, it is determined whether or not [Condition 1] is satisfied when the drive mode is switched (whether or not the vehicle speed SPD is in the torque fluctuation allowable region). Specifically, in the process of step T260, the success or failure of [Condition 1] is determined through a comparison between the vehicle speed measurement value SPDM and the lower limit vehicle speed SPDUL.

The lower limit vehicle speed SPDUL corresponds to the smallest vehicle speed SPD among the vehicle speeds SPD belonging to the torque fluctuation allowable region. That is, when the vehicle speed SPD is less than the lower-limit vehicle speed SPDUL, a state where the vehicle speed SPD does not belong to the torque fluctuation permission range. On the other hand, when the vehicle speed SPD is equal to or higher than the lower limit vehicle speed SPDUL, the vehicle speed SPD belongs to the torque fluctuation allowable region. In the present embodiment, the lower limit vehicle speed SPDUL is set in advance through tests and the like.

The electronic control unit 9 determines the transition of the drive mode as follows through the determination process of [Condition 1] in Step T260.
(A) When the vehicle speed measurement value SPDM is equal to or higher than the lower limit vehicle speed SPDUL, the vibrations of the engine 1 and the vehicle are relatively large, so that torque fluctuations occur as a result of transition from the “second mode” to the “third mode”. It is judged that the deterioration of drivability can also be suppressed.
(B) When the vehicle speed measurement value SPDM is less than the lower limit vehicle speed SPDUL, it is determined that the drivability may be deteriorated due to the torque fluctuation accompanying the transition from the “second mode” to the “third mode”.

[2] “About [Condition 2]”
When the operating state of the engine 1 is in a transient operating state, the vibration of the engine 1 and the vehicle is large, so that torque fluctuations are not easily transmitted to the driver. Therefore, by performing the transition from the “second mode” to the “third mode” during the transient operation state, it is possible to suppress the deterioration of the drivability due to the transition of the drive mode.

  Therefore, in the present embodiment, it is determined whether or not [Condition 2] is satisfied when the drive mode is switched. Specifically, in the process of step T260, the success or failure of [Condition 2] is determined through a comparison between the change amount of the intake rate GAP (intake rate change amount ΔGAP) and the reference change amount ΔGAPX.

  The reference change amount ΔGAPX corresponds to the smallest intake rate change amount ΔGAP among the intake rate change amounts ΔGAP in which the operation state of the engine 1 becomes a transient operation state. That is, when the intake rate change amount ΔGAP is less than the reference change amount ΔGAPX, the operating state of the engine 1 belongs to the steady operating state. On the other hand, when the intake rate change amount ΔGAP is equal to or greater than the reference change amount ΔGAPX, the operating state of the engine 1 belongs to a transient operating state. In the present embodiment, the reference change amount ΔGAPX is set in advance through a test or the like.

The electronic control unit 9 determines the transition of the drive mode as follows through the determination process of [Condition 2] in Step T260.
(A) When the intake rate GAP is equal to or greater than the reference change amount ΔGAPX, the vibration of the engine 1 and the vehicle is relatively large, and thus torque fluctuation occurs with the transition from the “second mode” to the “third mode”. Even so, it is determined that the deterioration of drivability can be suppressed.
(B) When the intake rate GAP is less than the reference change amount ΔGAPX, it is determined that the drivability may be deteriorated due to the torque fluctuation accompanying the transition from the “second mode” to the “third mode”. .

[3] “About [Condition 3]”
When the operating state of the engine 1 is a high load operating state, the valve operating angle INCAM is set to a larger operating angle. On the other hand, when the “second mode” is selected, the valve operating angle INCAM is basically larger than the operating angle set when the operating state of the engine 1 is the medium load operating state or the low load operating state. A large working angle is set. Therefore, when the operation state of the engine 1 is a high load operation state, the shift amount from the “second mode” to the “third mode” is reduced, so that the amount of change in the valve operating angle INCAM accompanying the shift of the drive mode becomes small. For this reason, it is possible to suppress the deterioration of drivability due to the shift of the drive mode.

  Therefore, in the present embodiment, it is determined whether or not [Condition 3] is satisfied when the drive mode is switched. Specifically, in the process of step T260, the success or failure of [Condition 3] is determined through a comparison between the intake rate GAP and the first intake rate GAPX1.

  The first intake rate GAPX1 corresponds to the smallest intake rate GAP among the intake rates GAP in which the operation state of the engine 1 is in the high load operation state. That is, when the intake rate GAP is less than the first intake rate GAPX1, the operating state of the engine 1 does not belong to the high load operating state. On the other hand, when the intake rate GAP is equal to or higher than the first intake rate GAPX1, the operating state of the engine 1 belongs to a high load operating state. In the present embodiment, the first intake rate GAPX1 is set in advance through a test or the like.

The electronic control unit 9 determines the drive mode transition as follows through the determination process of [Condition 3] in Step T260.
(A) When the intake rate GAP is greater than or equal to the first intake rate GAPX1, the amount of change in the valve operating angle INCAM at the time of transition to the drive mode is relatively small, so the transition from the “second mode” to the “third mode” Accordingly, it is determined that deterioration in drivability can be suppressed even if torque fluctuation occurs.
(B) When the intake rate GAP is less than the first intake rate GAPX1 , it is determined that there is a possibility that the drivability may be deteriorated due to the torque fluctuation accompanying the transition from the “second mode” to the “third mode”. .

[4] “About [Condition 4]”
When shifting to the drive mode, the difference between the actual intake flow rate GA and the target intake flow rate GAtrg increases, and the actual intake flow rate GA is significantly lower than the target intake flow rate GAtrg, which may lead to engine stall. On the other hand, in a state where the load of the engine 1 is relatively large (when it is not in a low load operation state), even if the intake flow rate GA temporarily decreases, the occurrence of engine stall is avoided. An example of the low load operation state is an idle operation state.

  Therefore, in the present embodiment, it is determined whether or not [Condition 4] is satisfied when the drive mode is switched. Specifically, in the process of step T260, the success or failure of [Condition 4] is determined through a comparison between the intake rate GAP and the second intake rate GAPX2.

  The second intake rate GAPX2 corresponds to the largest intake rate GAP among the intake rates GAP in which the operation state of the engine 1 is in the low load operation state. That is, when the intake rate GAP is less than or equal to the second intake rate GAPX2, the operating state of the engine 1 belongs to the low load operating state. On the other hand, when the intake rate GAP is larger than the second intake rate GAPX2, the operating state of the engine 1 does not belong to the low load operating state. In the present embodiment, the second intake rate GAPX2 is set in advance through a test or the like. Further, the second intake rate GAPX2 is set to a value smaller than the first intake rate GAPX1.

The electronic control unit 9 determines the transition of the drive mode as follows through the determination process of [Condition 4] in Step T260.
(A) When the intake rate GAP is equal to or lower than the second intake rate GAPX2, the engine is changed when the actual intake flow rate GA greatly falls below the target intake flow rate GAtrg in accordance with the transition from the “second mode” to the “third mode”. Judge that there is a risk of stalling.
(B) When the intake rate GAP is larger than the second intake rate GAPX2, even if the actual intake flow rate GA greatly falls below the target intake flow rate GAtrg in accordance with the transition from the “second mode” to the “third mode”. Judge that there is no risk of engine stall.

<Third variable valve mechanism drive process>
The “third variable valve mechanism driving process” will be described with reference to FIGS. 22 and 23.
[Step S302] The “third actuator driving process” (FIG. 24) is started. A detailed processing procedure of the “third actuator driving process” will be described later.

[Step S310] It is determined whether an engine stall has occurred.
When the engine stall occurs, the process of step S312 (FIG. 23) is performed.
When the engine stall has not occurred, the process of step S320 is performed.

[Step S312] The drive process of the electric actuator 5A currently being executed, that is, the “third actuator drive process” is interrupted.
[Step S314] The “fourth variable valve mechanism driving process” (FIG. 25) is started and the “third variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “third mode” to the “fourth mode”.

[Step S320] It is determined whether the “third actuator driving process” has been completed.
When the driving process is finished, the process of step S322 is performed.
When the driving process is not finished, the process of step S310 is performed again.

  [Step S322] The “fifth variable valve mechanism driving process” (FIG. 29) is started and the “third variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “third mode” to the “fifth mode”.

<Third actuator driving process>
The “third actuator driving process” will be described with reference to FIG.
[Step T302] A valve operating angle INCAM (third valve operating angle INCAMthd) adapted to the current operating state of the engine 1 is calculated.

  In the process of step T302, the valve operating angle INCAM required to converge the intake flow rate measurement value GAM to the target intake flow rate GAtrg is calculated as the third valve operating angle INCAMthd.

[Step T304] The third valve operating angle INCAMthd is set as the target valve operating angle INCAMtrg.
[Step T306] The drive state of the electric actuator 5A is set to “variable state”. Then, the electric actuator 5A is controlled so that the valve working angle INCAM becomes the third valve working angle INCAMthd.

[Step T310] It is determined whether the monitored valve operating angle INCAMmnt is equal to the target valve operating angle INCAMtrg (third valve operating angle INCAMthd).
When the monitoring valve operating angle INCAMmnt is equal to the third valve operating angle INCAMthd, the process of step T312 is performed.
When the monitoring valve operating angle INCAMmnt does not coincide with the third valve operating angle INCAMthd, the process of step T320 is performed.

  [Step T312] The driving state of the electric actuator 5A is switched from the “variable state” to the “holding state”. Thereby, the state in which the valve operating angle INCAM is set to the third valve operating angle INCAMthd is maintained.

[Step T320] It is determined whether or not the ignition signal IG has been switched from on to off.
When the switch is from on to off, the “third actuator drive process” is terminated.
-When not switched from on to off, the process of step T302 is executed again.

<Fourth variable valve mechanism drive process>
With reference to FIGS. 25 and 26, the “fourth variable valve mechanism driving process” will be described.
[Step S402] The “fourth actuator driving process” (FIG. 27) is started. A detailed processing procedure of the “fourth actuator driving process” will be described later.

[Step S410] It is determined whether or not the ignition signal IG has been switched from on to off.
When switching from on to off, the process of step S412 (FIG. 26) is performed.
When it is not switched from on to off, the process of step S420 is performed.

[Step S412] The currently executed drive process of the electric actuator 5A, that is, the “fourth actuator drive process” is interrupted.
[Step S414] The “fifth variable valve mechanism driving process” (FIG. 29) is started and the “fourth variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “fourth mode” to the “fifth mode”.

[Step S420] It is determined whether the “fourth actuator driving process” has been completed.
When the driving process is finished, the process of step S430 is performed.
When the driving process is not finished, the process of step S410 is performed again.

[Step S430] It is determined whether or not the shift to the “second mode” is designated through the “fourth actuator driving process”.
When migration is designated, the process of step S432 is performed.
When migration is not designated, the process of step S440 (FIG. 26) is performed.

  [Step S432] The “second variable valve mechanism driving process” (FIG. 17) is started and the “fourth variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “fourth mode” to the “second mode”.

[Step S440] It is determined whether or not the transition to the “third mode” is designated through the “fourth actuator driving process”.
When migration is designated, the process of step S442 is performed.
When migration is not designated, the process of step S444 is performed.

  [Step S442] The “third variable valve mechanism driving process” (FIG. 22) is started and the “fourth variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “fourth mode” to the “third mode”.

  [Step S444] “First variable valve mechanism driving process” (FIG. 14) is started and “fourth variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “fourth mode” to the “first mode”.

<Fourth actuator drive process>
The “fourth actuator driving process” will be described with reference to FIGS. 27 and 28.
[Step T402] The driving state of the electric actuator 5A is set to the “holding state”.

  When the engine stall occurs in a state where the valve working angle INCAM is being changed, the change in the valve working angle INCAM is interrupted accordingly, so that the valve working angle INCAM is quickly changed after the engine 1 is restarted. Is required to resume.

  In step T402, when the engine 1 is stopped due to an engine stall, the valve operating angle INCAM can be quickly changed after the engine 1 is restarted by setting the electric actuator 5A to the “holding state”. I am doing so.

  Since the “fourth actuator driving process” is executed in a state where the engine 1 is stopped, the operation sound of the electric actuator 5A is relatively easily transmitted to the driver or the like according to the process of step T402. The electric actuator 5A is set to the “holding state”. On the other hand, when an engine stall occurs, the engine 1 is stopped from a state in which the engine 1 is driven (a state in which an operation sound of the engine 1 sufficiently larger than an operation sound of the electric actuator 5A is generated) ( Immediately after the transition to the state where the engine 1 no longer generates operating noise, the driver or the like is less likely to feel uncomfortable even if a relatively low noise is generated. In the “fourth actuator driving process”, in consideration of this, the electric actuator 5A is allowed to be set to the “holding state” while the engine 1 is stopped.

[Step T410] It is determined whether restart of the engine 1 has been started (starting of the starter motor 11 has been started).
When the restart is started, the process of step T420 is performed.
When the restart is not started, the process of step T430 (FIG. 28) is performed.

[Step T420] It is determined whether or not the driving period of the starter motor 11 (the elapsed time since the start of driving (motor driving period TM)) is equal to or longer than the mask period TMX.
When the mask period is TMX or longer, the process of step T422 is performed.
When the mask period is less than TMX, the process of step T420 is performed again.

[Step T422] A drive mode to be shifted to after the completion of the “fourth actuator drive process” is set.
(A) When the “second mode” is selected before the engine stall occurs (before the start of the “fourth variable valve mechanism driving process”), the “second mode” is changed to the “fourth actuator driving process”. Is set as a drive mode to be shifted to after the end of the operation.
(B) When the “third mode” is selected before the engine stall occurs (before the start of the “fourth variable valve mechanism driving process”), the “third mode” is set to the “fourth actuator driving process”. Is set as a drive mode to be shifted to after the end of the operation.

[Step T430] It is determined whether the elapsed time (start standby period TS) after the engine stall has occurred is equal to or longer than the reference standby period TSX.
When an engine stall occurs, the engine 1 is usually restarted after a while, but in some cases, the engine 1 may not be restarted over a long period of time. In this case, it is desirable to set the electric actuator 5A to the “standby state” to suppress the power consumption of the battery 12 rather than continuing the “holding state” of the electric actuator 5A in preparation for the restart of the engine 1. It can be said.

  Therefore, in the process of step T430, it is determined whether or not the engine 1 is immediately restarted by comparing the start standby period TS and the reference standby period TSX. The reference standby period TSX is set in advance as a standard period from when the engine stall occurs until the engine 1 is restarted.

The electronic control unit 9 determines the restart of the engine 1 as follows through the determination process of step T430.
(A) When the start standby period TS is equal to or longer than the reference standby period TSX, it is determined that the possibility that the engine 1 is immediately restarted is small. That is, it is determined that it is desirable to set the electric actuator 5A to the “standby state”. When this determination result is obtained, the process of step T432 is performed.
(B) When the start standby period TS is equal to or longer than the reference standby period TSX, it is determined that the engine 1 is likely to be restarted immediately. That is, it is determined that it is desirable to continue the “holding state” of the electric actuator 5A. When this determination result is obtained, the process of step T410 is performed again.

  [Step T432] The “first mode” is set as a drive mode to be shifted to after the completion of the “fourth actuator drive process”. Thereby, in the subsequent processing, the electric actuator 5A is set to the “standby state” through the “first actuator driving processing”.

<Fifth variable valve mechanism drive process>
With reference to FIG. 29, the “fifth variable valve mechanism driving process” will be described.
[Step S502] The “fifth actuator driving process” (FIG. 30) is started. A detailed processing procedure of the “fifth actuator driving process” will be described later.

[Step S510] It is determined whether the “fifth actuator driving process” has been completed.
When the driving process is finished, the process of step S520 is performed.
When the driving process is not finished, the process of step S510 is performed again.

[Step S520] It is determined whether or not the shift to the “sixth mode” is designated through the “fifth actuator driving process”.
When migration is designated, the process of step S522 is performed.
When the transition is not designated, the “fifth variable valve mechanism driving process” is terminated.

  In the state where the driving of the electronic control unit 9 is continued, the “first variable valve mechanism driving process” is started after the “fifth variable valve mechanism driving process” is completed through the process of step S520. Is done.

  [Step S522] The “sixth variable valve mechanism driving process” (FIG. 32) is started and the “fifth variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “fifth mode” to the “sixth mode”.

<Fifth actuator driving process>
The “fifth actuator driving process” will be described with reference to FIGS.
In the vehicle, the abnormality of the electric actuator 5 </ b> A occurs while the engine 1 is stopped, so that the valve working angle INCAM may not be changed when the engine 1 is started. In this case, if the valve working angle INCAM is set to the minimum valve working angle INCAMmin or a working angle in the vicinity thereof, the starting failure occurs because the amount of air supplied to the combustion chamber 24 is insufficient when the engine 1 is started. Is assumed.

  Therefore, in the present embodiment, when the “fifth mode” is selected, the “fifth actuator drive” is performed so that the engine 1 can be started even when an abnormality occurs in the electric actuator 5A. Process ".

  In the “fifth actuator drive process”, the valve operating angle INCAM is set to the maximum valve operating angle INCAMmax in preparation for the next operation when the vehicle operation ends. As a result, even when an abnormality occurs in the electric actuator 5A, air shortage is suppressed when the engine 1 is started, so that the startability is improved.

  [Step T510] Until the ignition switch 97 is switched to the “OFF” position, it is determined whether or not the engine 1 has been in a start-completed state (has an operation history).

In the process of step T510, it is determined that there is an operation history when the start completion flag eST is set to ON.
The ignition switch 97 is normally switched from the “ON” position to the “OFF” position with the intention that the driver finishes driving the vehicle. However, in some cases, the driver intends to end the driving. In some cases, the position may be switched to the “OFF” position.

  In the latter case, since the engine 1 is started within a relatively short period of time, an abnormality of the electric actuator 5A occurs between the time when the ignition switch 97 is switched to the “OFF” position and the time when the engine 1 is restarted. It can be said that it is extremely small. That is, even if the valve operating angle INCAM is not changed to the maximum valve operating angle INCAMmax based on the ignition switch 97 being switched to the “OFF” position, it is considered that there is no risk of starting failure due to lack of air. . On the other hand, when the valve operating angle INCAM is changed to the maximum valve operating angle INCAMmax, immediately after the engine 1 is started, the valve operating angle INCAM is changed to the target valve operating angle INCAMtrg adapted to the operating state. Therefore, the power of the battery 12 is consumed unnecessarily.

  Therefore, when the ignition switch 97 is switched to the “OFF” position when the driver does not intend to end the driving, it is desirable not to change the valve operating angle INCAM to the maximum valve operating angle INCAMmax. .

  Therefore, in the process of step T510, it is determined based on the operation history of the engine 1 whether or not the switching of the ignition switch 97 to the “OFF” position is an operation performed with the intention of terminating the driving of the vehicle. I am doing so.

The electronic control unit 9 determines the operation of the ignition switch 97 as follows through the determination process of step T510.
(A) When the start completion flag eST is on, it is determined that the driver has switched the ignition switch 97 to the “OFF” position in order to finish driving the vehicle. That is, it is determined that there is no possibility that the engine 1 will be started within a short period of time. When this determination result is obtained, the determination process of step T520 is performed.
(B) When the start completion flag eST is OFF, it is determined that the ignition switch 97 is switched to “OFF” in a state where the driver does not intend to end the driving of the vehicle. That is, it is determined that the engine 1 may be started within a short period. When this determination result is obtained, the process of step T514 is performed.

[Step T512] The driving state of the electric actuator 5A is set to the “holding state”.
[Step T514] The transition from the “fifth mode” to the “sixth mode” is designated, and the “fifth actuator driving process” is ended.

[Step T520] It is determined whether or not the state of the engine 1 is in a state (change allowable state) in which the change of the valve operating angle INCAM to the increase side can be permitted.
In the process of step T520, it is determined that the state of the engine 1 is in the change-permitted state when the vehicle speed measurement value SPDM is less than the reference vehicle speed SPDX.

  When the valve operating angle INCAM is changed toward the maximum valve operating angle INCAMmax while the engine speed NE is excessively high, the fuel remaining in the combustion chamber 24 is burned by increasing the intake flow rate GA. Sometimes. In this case, the engine rotational speed NE increases despite the driver's request to stop the vehicle, which may cause the driver to feel uncomfortable.

  Therefore, in the process of step T520, it is determined whether or not the state of the engine 1 is in the change permissible state by comparing the vehicle speed measurement value SPDM with the reference vehicle speed SPDX. The reference vehicle speed SPDX is set in advance through tests and the like.

The electronic control unit 9 determines the change of the valve working angle INCAM as follows through the determination process of step T520.
(A) When the vehicle speed measurement value SPDM is less than the reference vehicle speed SPDX, it is determined that there is no possibility of increasing the engine speed NE even if the valve operating angle INCAM is changed to the increase side. When this determination result is obtained, the process of step T522 is performed.
(B) When the vehicle speed measurement value SPDM is equal to or higher than the reference vehicle speed SPDX, it is determined that there is a risk of increasing the engine speed NE by changing the valve operating angle INCAM to the increasing side. When this determination result is obtained, the process of step T520 is performed again.

[Step T522] The maximum valve operating angle INCAMmax is set as the target valve operating angle INCAMtrg.
[Step T524] The drive state of the electric actuator 5A is set to “variable state”. Then, the electric actuator 5A is controlled so that the valve working angle INCAM becomes the maximum valve working angle INCAMmax.

[Step T530] It is determined whether or not the monitored valve operating angle INCAMmnt matches the target valve operating angle INCAMtrg (maximum valve operating angle INCAMmax).
When the monitoring valve operating angle INCAMmnt is equal to the maximum valve operating angle INCAMmax, the process of step T542 is performed.
When the monitoring valve operating angle INCAMmnt does not coincide with the maximum valve operating angle INCAMmax, the process of step T540 is performed.

[Step T540] It is determined whether or not the elapsed time (IG off period Toff) from when the ignition signal IG is turned off exceeds the reference off period ToffX.
When the valve operating angle INCAM is changed when the engine speed NE is very low (“0” or close to it), the load on the electric actuator 5A when moving the control shaft 52 becomes excessively large. The electric actuator 5A may be damaged due to the change of the valve working angle INCAM.

  Therefore, when the valve operating angle INCAM is changed to the maximum valve operating angle INCAMmax based on the ignition switch 97 being switched to the “OFF” position, the engine rotational speed NE becomes less than the limit value (lower limit rotational speed NEUL). Thereafter, it is desirable to stop changing the valve working angle INCAM regardless of the magnitude of the valve working angle INCAM.

  The lower limit rotational speed NEUL is the smallest rotational speed among the engine rotational speeds NE that can change the valve operating angle INCAM when the load of the electric actuator 5A is not excessively large when the engine 1 is stopped. Equivalent to. That is, if the valve operating angle INCAM is changed when the engine rotational speed NE is less than the lower limit rotational speed NEUL, the load on the electric actuator 5A may be excessively increased. On the other hand, when the valve operating angle INCAM is changed when the engine rotational speed NE is equal to or higher than the lower limit rotational speed NEUL, there is no possibility that the load on the electric actuator 5A becomes excessively large.

  In the process of step T540, considering this, it is determined whether or not the engine rotational speed NE is less than the lower limit rotational speed NEUL through a comparison between the IG off period Toff and the reference off period ToffX. The reference off period ToffX is set in advance as a standard period from when the ignition switch 97 is switched to the “OFF” position until the engine rotational speed NE becomes less than the lower limit rotational speed NEUL.

The electronic control unit 9 determines the change of the valve working angle INCAM as follows through the determination process in step T540.
(A) When the IG off period Toff is equal to or greater than the reference off period ToffX, it is determined that the engine rotational speed NE is less than the lower limit rotational speed NEUL. That is, it is determined that there is a risk of damaging the electric actuator 5A by continuing to change the valve operating angle INCAM. When this determination result is obtained, the process of step T542 is performed.
(B) When the IG off period Toff is less than the reference off period ToffX, it is determined that the engine speed NE is equal to or higher than the lower limit speed NEUL. That is, it is determined that there is no risk of damaging the electric actuator 5A even if the change of the valve operating angle INCAM is continued. When this determination result is obtained, the process of step T530 is performed again.

  [Step T542] The drive state of the electric actuator 5A is switched from the “variable state” to the “standby state”. Thereby, the supply of electric power to the electric actuator 5A is stopped. Further, since the position of the control shaft 52 is mechanically fixed through the lock mechanism, the movement of the control shaft 52 (change of the valve working angle INCAM) while the engine 1 is stopped is prevented.

<Sixth variable valve mechanism drive process>
The “sixth variable valve mechanism drive process” will be described with reference to FIG.
[Step S602] The “sixth actuator driving process” (FIG. 33) is started. A detailed processing procedure of the “sixth actuator driving process” will be described later.

[Step S610] It is determined whether the “sixth actuator driving process” has been completed.
When the driving process is finished, the process of step S620 is performed.
When the driving process is not finished, the process of step S610 is performed again.

[Step S620] It is determined whether or not the shift to the “fourth mode” is designated through the “sixth actuator driving process”.
When migration is designated, the process of step S622 is performed.
When the transition is not designated, the “sixth variable valve mechanism drive process” is terminated.

  In the state where the driving of the electronic control unit 9 is continued, after the “sixth variable valve mechanism driving process” is completed through the process of step S620, the “first variable valve mechanism driving process” is started. Is done.

  [Step S622] The “fourth variable valve mechanism driving process” (FIG. 25) is started and the “sixth variable valve mechanism driving process” is ended. That is, the drive mode of the variable valve mechanism 5 is switched from the “sixth mode” to the “fourth mode”.

<Sixth actuator driving process>
With reference to FIG. 33, the “sixth actuator driving process” will be described.
[Step T602] The driving state of the electric actuator 5A is set to the “holding state”.

When the “sixth actuator driving process” is started, the engine 1 is expected to start within a short period of time.
Therefore, in step T602, the electric actuator 5A is set to the “holding state” so that the valve operating angle INCAM can be changed quickly after the engine 1 is started.

  Since the “sixth actuator driving process” is executed in a state where the engine 1 is stopped, the operation sound of the electric actuator 5A is relatively easy to be transmitted to the driver or the like according to the process of step T602. The electric actuator 5A is set to the “holding state”. On the other hand, when the “sixth mode” is selected, the starter motor 11 is driven from the state in which the starter motor 11 is driven (the operation sound of the engine 1 sufficiently larger than the operation sound of the electric actuator 5A is generated). 11 is immediately after shifting to a stopped state (a state in which the operating sound of the engine 1 is no longer generated), so even if a relatively low sound is generated, the driver or the like is not likely to feel such an unpleasant sound. Therefore, in the “sixth actuator drive process”, the electric actuator 5A is allowed to be set to the “holding state” while the engine 1 is stopped.

[Step T610] It is determined whether or not the ignition signal IG has been switched from OFF to ON.
When switching from off to on, the process of step T612 is performed.
When not switched from off to on, the process of step T620 is performed.

[Step T612] The “first mode” is set as the drive mode to be shifted after the “sixth actuator drive process” is completed.
[Step T620] It is determined whether the elapsed time (IG off period Toff) from when the ignition signal IG is turned off is equal to or longer than the restart period ToffY.

  If the driving history is not detected when the ignition switch 97 is switched to the “OFF” position, the driver does not intend to end the driving as described above, that is, the engine 1 is started in a short period of time. It is predicted. However, the driving state of the electric actuator 5A is set to the “holding state” or the “variable state” even though the actual driver's intention is different from such prediction (the driver requests to stop the vehicle). In such a case, the operation sound of the electric actuator 5A and the variable valve mechanism 5 may give a driver a sense of incongruity.

  Therefore, in the process of step T620, it is verified whether or not the prediction that the engine 1 will be started immediately is appropriate by comparing the IG off period Toff and the restart period ToffY. . The restart period ToffY is a standard period from the start of the engine 1 to the start of the engine 1 after the ignition switch 97 is switched to the “OFF” position in a state where the driver does not intend to stop the vehicle. Is set.

The electronic control unit 9 determines the start of the engine 1 as follows through the determination process of step T620.
(A) When the IG OFF period Toff is equal to or longer than the restart period ToffY, it is determined that the prediction that the ignition switch 97 has been switched to the “OFF” position without the driver intending to stop the vehicle is inappropriate. . That is, it is determined that there is no possibility that the engine 1 will be started within a short period of time. When this determination result is obtained, the process of step T622 is performed. (B) When the IG OFF period Toff is less than the restart period ToffY, it is determined that there is no problem in predicting that the ignition switch 97 is switched to the “OFF” position in a state where the driver does not intend to stop the vehicle. To do. That is, it is determined that the engine 1 may be started within a short period. When this determination result is obtained, the process of step T610 is performed again.

  [Step T622] The drive state of the electric actuator 5A is switched from the “holding state” to the “standby state”. Thereby, the supply of electric power to the electric actuator 5A is stopped. Further, since the position of the control shaft 52 is mechanically fixed through the lock mechanism, the movement of the control shaft 52 (change of the valve working angle INCAM) while the engine 1 is stopped is prevented.

<Control Mode of Variable Valve Mechanism>
A control mode of the variable valve mechanism 5 in the following states [a] to [c] will be described with reference to FIGS. 34 to 36.
[A] When the engine 1 is operated normally.
[B] When an engine stall occurs.
[C] When starting failure of the engine 1 occurs.

[1] “Control mode during normal operation”
FIG. 34 shows a timing chart in the situation [a].
[A] Time t11: When the ignition signal IG is switched from OFF to ON, the drive mode of the variable valve mechanism 5 is set to the “first mode”. Accordingly, it is prohibited to change the driving state of the electric actuator 5A to either the “holding state” or the “variable state”.

  [B] Time t12: When the starter signal STA is switched from OFF to ON, the starter motor 11 starts to be driven. The electric actuator 5A is set to the “standby state” from when the ignition signal IG is turned on until the motor drive period TM becomes equal to or longer than the mask period TMX.

  [C] Time t13: When the motor drive period TM becomes equal to or longer than the mask period TMX, the drive mode of the variable valve mechanism 5 is set to the “second mode”. Accordingly, the target valve operating angle INCAMtrg is updated (here, it is assumed that the second valve operating angle INCAMscd is set as the target valve operating angle INCAMtrg). Then, the drive state of the electric actuator 5A is set to the “variable state”, and the valve operating angle INCAM is changed.

  [D] Time t14: Since the monitoring valve operating angle INCAMmnt coincides with the second valve operating angle INCAMscd, the driving state of the electric actuator 5A is switched from the “variable state” to the “holding state”. The electric actuator 5A is set to the “variable state” every time the second valve operating angle INCAMscd is updated in accordance with the engine speed NE from the time t14 until the transition to the “third mode” is permitted. Is done.

  [E] Time t15: The drive mode of the variable valve mechanism 5 is set to the “third mode” because the mode transition condition is satisfied when the variable valve mechanism 5 has been warmed up. Accordingly, the third valve operating angle INCAMthd is set as the target valve operating angle INCAMtrg. Then, the drive state of the electric actuator 5A is set to the “variable state”, and the valve operating angle INCAM is changed. After time t15, the third valve operating angle INCAMthd is updated based on the target intake flow rate GAtrg and the intake flow rate measured value GAM while the drive mode of the variable valve mechanism 5 is set to the “third mode”. The electric actuator 5A is set to the “variable state” each time the operation is performed.

  [F] Time t16: When the ignition signal IG is switched from on to off, the drive mode of the variable valve mechanism 5 is set to the “fifth mode”. Accordingly, the maximum valve operating angle INCAMmax is set as the target valve operating angle INCAMtrg. Then, the drive state of the electric actuator 5A is set to the “variable state”, and the valve operating angle INCAM is changed.

  [G] Time t17: The drive state of the electric actuator 5A is “variable state” because the monitoring valve operating angle INCAMmnt coincides with the maximum valve operating angle INCAMmax (or because the IG off period Toff is equal to or greater than the reference off period ToffX). To "standby state".

[2] “Control mode during engine stall”
FIG. 35 shows a timing chart in the situation [b].
[A] Time t21: When the engine stall occurs during the operation of the engine 1, the drive mode of the variable valve mechanism 5 is set to the “fourth mode”. Accordingly, the driving state of the electric actuator 5A is set to the “holding state”.

  [B] Time t22: When the starter signal STA is switched from off to on, the starter motor 11 starts to be driven. The electric actuator 5A is set to the “holding state” from when the engine stall occurs until the motor drive period TM becomes equal to or longer than the mask period TMX.

  [C] Time t23: When the motor drive period TM becomes equal to or longer than the mask period TMX, the drive mode of the variable valve mechanism 5 is set to the “third mode”. After time t23, the third valve operating angle INCAMthd is updated based on the target intake flow rate GAtrg and the intake flow rate measurement value GAM while the drive mode of the variable valve mechanism 5 is set to the “third mode”. The electric actuator 5A is set to the “variable state” each time the operation is performed.

  [D] Time t24: When the engine stall occurs again during the operation of the engine 1, the drive mode of the variable valve mechanism 5 is set to the “fourth mode”. Accordingly, the driving state of the electric actuator 5A is set to the “holding state”.

  [E] Time t25: When the ignition signal IG is switched from on to off, the drive mode of the variable valve mechanism 5 is set to the “fifth mode”. Accordingly, the maximum valve operating angle INCAMmax is set as the target valve operating angle INCAMtrg. Then, the drive state of the electric actuator 5A is set to the “variable state”, and the valve operating angle INCAM is changed.

  [F] Time t26: When the monitoring valve operating angle INCAMmnt coincides with the maximum valve operating angle INCAMmax (or when the IG off period Toff is equal to or greater than the reference off period ToffX), the driving state of the electric actuator 5A is “variable state” To "standby state".

[3] “Control mode at start-up failure”
FIG. 36 shows a timing chart in the situation [c].
[A] Time t31: When the ignition signal IG is switched from OFF to ON, the drive mode of the variable valve mechanism 5 is set to the “first mode”. Accordingly, it is prohibited to change the driving state of the electric actuator 5A to either the “holding state” or the “variable state”.

  [B] Time t32: When the starter signal STA is switched from off to on, the starter motor 11 starts to be driven. The electric actuator 5A is set to the “standby state” from when the ignition signal IG is turned on until the motor drive period TM becomes equal to or longer than the mask period TMX.

  [C] Time t33: When the motor drive period TM becomes equal to or longer than the mask period TMX, the drive mode of the variable valve mechanism 5 is set to the “second mode”. Accordingly, the target valve operating angle INCAMtrg is updated (here, it is assumed that the second valve operating angle INCAMscd is set as the target valve operating angle INCAMtrg). Then, the drive state of the electric actuator 5A is set to the “variable state”, and the valve operating angle INCAM is changed.

  [D] Time t34: Since the engine 1 is stopped before the start of the engine 1 is completed, the drive mode of the variable valve mechanism 5 is set to the “fourth mode”. Accordingly, the driving state of the electric actuator 5A is set to the “holding state”.

  [E] Time t35: When there is no operation history of the engine 1 when the ignition switch 97 is switched to the “OFF” position, the drive mode of the variable valve mechanism 5 is set to the “sixth mode”. Further, the “holding state” of the electric actuator 5A is continued.

  [F] Time t36: When the ignition signal IG is switched from OFF to ON, the drive mode of the variable valve mechanism 5 is set to the “fourth mode”. When the IG off period Toff becomes equal to or longer than the restart period ToffY before the ignition signal IG is switched from OFF to ON, the driving state of the electric actuator 5A is switched from the “holding state” to the “standby state”.

  [G] Time t37: When the starter signal STA is switched from off to on, the starter motor 11 starts to be driven. The electric actuator 5A is set to the “holding state” from when the engine stall occurs until the motor drive period TM becomes equal to or longer than the mask period TMX.

  [H] Time t38: When the motor drive period TM becomes equal to or longer than the mask period TMX, the drive mode of the variable valve mechanism 5 is set to the “second mode”. Accordingly, the target valve operating angle INCAMtrg is updated (here, it is assumed that the second valve operating angle INCAMscd is set as the target valve operating angle INCAMtrg). Then, the drive state of the electric actuator 5A is set to the “variable state”, and the valve operating angle INCAM is changed.

<Effect of embodiment>
As described above in detail, according to the engine control apparatus of this embodiment, the following effects can be obtained.

  (1) Since the interior of the vehicle is relatively quiet while the engine 1 is stopped, when the valve operating angle INCAM is changed in such a situation, the driver or the like makes a sound generated by changing the valve operating angle INCAM. It may be uncomfortable.

  In the control apparatus according to the present embodiment, in consideration of this, the valve working angle INCAM is not changed while the engine 1 is stopped. As a result, it is possible to suppress deterioration in drivability due to the change in the valve working angle INCAM.

  (2) Since the inside of the vehicle is relatively quiet until the start of the engine 1 after the driver or the like gets on the vehicle, the variable valve mechanism 5 or the electric actuator 5A is driven in such a situation. In this case, the driver or the like may feel uncomfortable with the operating sound of the variable valve mechanism 5 or the electric actuator 5A.

  In the control apparatus according to the present embodiment, in consideration of this, the drive state of the electric actuator 5A is set to the “standby state” at least until the start of the engine 1 is started. Thereby, before the engine 1 is started, it is possible to suppress deterioration in drivability due to the operating sound of the variable valve mechanism 5 and the electric actuator 5A.

  (3) In the control device of the present embodiment, the drive state of the electric actuator 5A is set to “standby state” until the motor drive period TM becomes equal to or longer than the mask period TMX. As a result, it is possible to suppress the start failure of the engine 1 due to the decrease in the battery voltage BV.

  (4) In the control device of the present embodiment, when the intake air temperature THA is equal to or higher than the reference intake air temperature THAX, the first valve operating angle INCAMfst is set as the target valve operating angle INCAMtrg until the post-start period TE becomes equal to or higher than the reference post-start period TEX. I am trying to set it. Thereby, even when the engine 1 is started with the intake air temperature THA being relatively high, the occurrence of knocking can be suppressed.

  (5) When shifting to the drive mode, the difference between the actual intake flow rate GA and the target intake flow rate GAtrg increases, and the actual intake flow rate GA is significantly lower than the target intake flow rate GAtrg, which may lead to engine stall. On the other hand, when the operation state of the engine 1 is not the low load operation state, the occurrence of engine stall is avoided even if the intake flow rate GA is temporarily reduced.

  In the control apparatus according to the present embodiment, in consideration of the above, when [Condition 4] (the intake rate GAP is greater than the second intake rate GAPX2) is not established, the “second mode” to the “third mode” ”Is prohibited. As a result, it is possible to suppress the occurrence of engine stall due to switching of the drive mode.

(6) When the vehicle or the engine 1 is in the following state, it is possible to suppress deterioration in drivability associated with the transition of the drive mode.
In a state where the vehicle traveling speed (vehicle speed SPD) is relatively high, the vibration of the engine 1 and the vehicle is large, so that torque fluctuations are not easily transmitted to the driver. Therefore, by allowing the transition from the “second mode” to the “third mode” when the vehicle speed SPD is in such a region (torque variation allowable region), the deterioration of drivability due to the transition of the drive mode is suppressed. It becomes possible to do.

  -When the operating state of the engine 1 is in a transient operating state, the vibration of the engine 1 and the vehicle is large, so that torque fluctuations are not easily transmitted to the driver. Therefore, by performing the transition from the “second mode” to the “third mode” during the transient operation state, it is possible to suppress the deterioration of the drivability due to the transition of the drive mode.

  When the operating state of the engine 1 is a high load operating state, the valve operating angle INCAM is set to a larger operating angle. On the other hand, when the “second mode” is selected, the valve operating angle INCAM is basically larger than the operating angle set when the operating state of the engine 1 is the medium load operating state or the low load operating state. A large working angle is set. Therefore, when the operation state of the engine 1 is a high load operation state, the shift amount from the “second mode” to the “third mode” is reduced, so that the amount of change in the valve operating angle INCAM accompanying the shift of the drive mode becomes small. For this reason, it is possible to suppress the deterioration of drivability due to the shift of the drive mode.

  In the control device of the present embodiment, in consideration of this, [Condition 1] (the measured vehicle speed SPDM is not less than the lower limit vehicle speed SPDUL), [Condition 2] (the intake rate change amount ΔGAP is the reference change amount ΔGAPX or more) And when all the conditions of [condition 3] (the intake rate GAP is equal to or greater than the first intake rate GAPX1) are not satisfied, switching from the “second mode” to the “third mode” is prohibited. That is, switching of the drive mode is permitted in a state where at least one of [Condition 1], [Condition 2], and [Condition 3] is satisfied. As a result, it is possible to suppress deterioration in drivability due to switching of the drive mode.

  (7) When the engine stall occurs in a state where the valve working angle INCAM is being changed, the change in the valve working angle INCAM is interrupted accordingly. It is required to resume the change promptly.

  In the control apparatus according to the present embodiment, in consideration of the above, when the engine 1 is stopped due to engine stall, the electric actuator 5A is set to the “holding state”. As a result, the valve operating angle INCAM can be quickly changed after the engine 1 is restarted.

  (8) When the electric actuator 5A is set to the “variable state” (while the valve operating angle INCAM is being changed by the variable valve mechanism 5), the electric actuator 5A is more electrically driven than when the electric actuator 5A is set to the “holding state”. The operating noise of the actuator 5A increases. Further, the operation sound of the variable valve mechanism 5 is also generated. Therefore, when the electric actuator 5A is set to the “variable state” when the engine 1 is stopped due to the engine stall, the operating sound of the variable valve mechanism 5 or the electric actuator 5A gives the driver an unpleasant feeling. It is also possible.

  In the control apparatus according to the present embodiment, in consideration of the above, when the engine 1 is stopped due to engine stall, the electric actuator 5A is not set to the “variable state”. As a result, when engine stall occurs, it is possible to suppress deterioration in drivability due to the operating sound of the variable valve mechanism 5 and the electric actuator 5A.

  (9) When an engine stall occurs, the engine 1 is restarted after a while if it is normal, but in some cases, the engine 1 may not be restarted over a long period of time. In this case, it is desirable to set the electric actuator 5A to the “standby state” to suppress the power consumption of the battery 12 rather than continuing the “holding state” of the electric actuator 5A in preparation for the restart of the engine 1. It can be said.

  In consideration of this, the control device of the present embodiment sets the drive state of the electric actuator 5A to the “standby state” when the start standby period TS is equal to or longer than the reference standby period TSX. As a result, the power consumption of the battery 12 can be suppressed.

  (10) In the vehicle, the valve operating angle INCAM may not be changed when the engine 1 is started due to an abnormality of the electric actuator 5A that occurs while the engine 1 is stopped. In this case, if the valve working angle INCAM is set to the minimum valve working angle INCAMmin or a working angle in the vicinity thereof, the starting failure occurs because the amount of air supplied to the combustion chamber 24 is insufficient when the engine 1 is started. Is assumed.

  In consideration of the above, the control device of the present embodiment sets the valve operating angle INCAM to the maximum valve operating angle INCAMmax in preparation for the next operation when the vehicle operation ends. As a result, even when an abnormality occurs in the electric actuator 5A, air shortage is suppressed when the engine 1 is started, so that the startability can be improved.

  (11) The ignition switch 97 is normally switched from the “ON” position to the “OFF” position with the intention of the driver to finish driving the vehicle. However, in some cases, the driver may stop driving. There is a case where it is switched to the “OFF” position in an unintended state. In the latter case, since the engine 1 is started within a relatively short period of time, an abnormality of the electric actuator 5A occurs between the time when the ignition switch 97 is switched to the “OFF” position and the time when the engine 1 is restarted. It can be said that it is extremely small. That is, even if the valve operating angle INCAM is not changed to the maximum valve operating angle INCAMmax based on the ignition switch 97 being switched to the “OFF” position, it is considered that there is no risk of starting failure due to lack of air. . On the other hand, when the valve operating angle INCAM is changed to the maximum valve operating angle INCAMmax, immediately after the engine 1 is started, the valve operating angle INCAM is changed to the target valve operating angle INCAMtrg adapted to the operating state. Therefore, the power of the battery 12 is consumed unnecessarily.

  In the control device of the present embodiment, in consideration of this, if there is no operation history when the ignition switch 97 is switched to the “OFF” position, the change of the valve operating angle INCAM is prohibited. As a result, unnecessary operations of the variable valve mechanism 5 can be reduced. In addition, power consumption of the battery 12 can be suppressed.

  (12) When the valve operating angle INCAM is changed toward the maximum valve operating angle INCAMmax while the engine speed NE is excessively high, the fuel remaining in the combustion chamber 24 is increased by increasing the intake flow rate GA. May be burned. In this case, the engine rotational speed NE increases despite the driver's request to stop the vehicle, which may cause the driver to feel uncomfortable.

  In consideration of this, the control device of the present embodiment prohibits changing the valve operating angle INCAM toward the increasing side when the vehicle speed measurement value SPDM is equal to or higher than the reference vehicle speed SPDX. As a result, it is possible to suppress an increase in the engine rotational speed NE despite the driver requesting the vehicle to stop.

  (13) When the valve operating angle INCAM is changed in a state where the engine speed NE is extremely low (“0” or a state close thereto), the load on the electric actuator 5A when the control shaft 52 is moved is excessively large. As a result, the electric actuator 5A may be damaged due to the change in the valve working angle INCAM.

  In consideration of this, the control device of the present embodiment prohibits the change of the valve working angle INCAM when the IG off period Toff is equal to or longer than the reference off period ToffX. As a result, it is possible to prevent the electric actuator 5A from being damaged due to the change in the valve working angle INCAM.

  (14) In the control device of this embodiment, when the drive mode of the variable valve mechanism 5 is set to the “sixth mode”, the electric actuator 5A is set to the “holding state”. As a result, the valve operating angle INCAM can be quickly changed after the engine 1 is started.

  (15) When the electric actuator 5A is set to the “variable state” (while the valve operating angle INCAM is being changed by the variable valve mechanism 5), the electric actuator 5A is more electrically driven than when the electric actuator 5A is set to the “holding state”. The operating noise of the actuator 5A increases. Further, the operation sound of the variable valve mechanism 5 is also generated. Therefore, when the electric actuator 5A is set to the “variable state” when the engine 1 is stopped due to a start failure, the operating sound of the variable valve mechanism 5 and the electric actuator 5A gives the driver an unpleasant feeling. It is also possible.

  In the control device of the present embodiment, in consideration of the above, when the engine 1 is stopped due to a start failure, the electric actuator 5A is not set to the “variable state”. Thereby, when the starting failure of the engine 1 arises, it becomes possible to suppress the deterioration of drivability due to the operating sound of the variable valve mechanism 5 and the electric actuator 5A.

  (16) If the driving history is not detected when the ignition switch 97 is switched to the “OFF” position, the driver does not intend to end the driving, that is, the engine 1 is started in a short period of time. It is predicted. However, the driving state of the electric actuator 5A is set to the “holding state” or the “variable state” even though the actual driver's intention is different from such prediction (the driver requests to stop the vehicle). In such a case, the operation sound of the electric actuator 5A and the variable valve mechanism 5 may give a driver a sense of incongruity.

  In the control device of the present embodiment, in consideration of the above, when the IG off period Toff is equal to or longer than the restart period ToffY, the drive state of the electric actuator 5A is set to “standby state”. As a result, it is possible to suppress the operation sound of the electric actuator 5A and the variable valve mechanism 5 from giving the driver an uncomfortable feeling.

<Other embodiments>
In addition, the said embodiment can also be implemented as the following forms which changed this suitably, for example.

In the above embodiment, in the process of step T260 of the “second actuator driving process”, the mode is set when at least one of [Condition 1], [Condition 2] and [Condition 3] and [Condition 4] are satisfied. Although it is determined that the transition condition is satisfied, for example, it can be changed as follows.
(A) When at least one of [Condition 1] to [Condition 4] is satisfied, it is determined that the mode transition condition is satisfied.
(B) It is determined that the mode transition condition is satisfied when all of [Condition 1] to [Condition 4] are satisfied.

  In the above embodiment, after the driving mode of the variable valve mechanism 5 is set to the “second mode”, the “third mode” is satisfied until the conditions of step T250 and the conditions of step T260 in the “second actuator driving process” are satisfied. The deterioration of drivability is suppressed by not switching to "", but it can be changed as follows, for example. That is, after the driving mode of the variable valve mechanism 5 is set to “second mode”, switching to “third mode” is started based on the fact that the condition of step T250 in the “second actuator driving process” is satisfied. In addition, the deterioration of drivability can be suppressed by gently changing the valve operating angle INCAM during the transition of the drive mode. As a change mode of the valve working angle INCAM in this case, for example, a change amount of the valve working angle INCAM per unit time is set to a predetermined value or less.

  In the above embodiment, the cooling water temperature THW is used as an index value for the warm-up state of the variable valve mechanism 5 in the process of step T250 of the “second actuator drive process”. It can also be adopted as an index value. For example, it is possible to determine whether or not the warm-up of the variable valve mechanism 5 has been completed based on the temperature of the lubricating oil of the engine 1 or the elapsed time since the start of the engine 1. Further, the warm-up state can be grasped by directly measuring the temperature of the variable valve mechanism 5.

  In the above embodiment, when the driving mode of the variable valve mechanism 5 is set to the “fourth mode”, the driving state of the electric actuator 5A is set to the “holding state”. It can also be changed. That is, the drive state of the electric actuator 5A can be set to “standby state” (the drive state of the electric actuator 5A can be set to “standby state” in step T402 of the “fourth actuator drive process”).

  In the above embodiment, in the process of step T520 of the “fifth actuator drive process”, it is determined that the state of the engine 1 is in the change-permitted state when the vehicle speed measurement value SPDM is less than the reference vehicle speed SPDX. For example, it can be changed as follows. That is, it can be determined that the state of the engine 1 is in the change-permitted state when the engine speed NE is less than the determination value. The determination value is set as a value larger than the lower limit rotational speed NEUL.

  In the above embodiment, the maximum valve operating angle INCAMmax is set as the target valve operating angle INCAMtrg in the process of step T522 of the “fifth actuator driving process”, but an operating angle other than the maximum valve operating angle INCAMmax is set as the target. It can also be set as the valve working angle INCAMtrg. In short, if the valve operating angle INCAM can suppress the shortage of the air amount when the engine 1 is started, an appropriate operating angle other than the maximum valve operating angle INCAMmax can be set as the target valve operating angle INCAMtrg.

  In the above-described embodiment, the reference off period ToffX that is set in advance is used in the process of step T540 of the “fifth actuator driving process”. However, for example, the following changes may be made. That is, every time the ignition switch 97 is switched to the “OFF” position, the reference off period ToffX can be set based on the engine rotational speed NE at that time.

In the above embodiment, in the process of Step T540 of the “fifth actuator driving process”, it is determined whether or not to continue the change of the valve working angle INCAM based on the comparison result between the IG off period Toff and the reference off period ToffX. However, it can be changed as follows, for example. That is, it is possible to determine whether or not to continue the change of the valve operating angle INCAM based on the comparison result between the engine rotational speed measurement value NEM and the lower limit rotational speed NEUL. When such a configuration is employed, the process of step T540 of the “fifth actuator driving process” is configured as follows.
(A) When “NEM ≧ NEUL”, the process of step T530 is performed.
(B) When “NEM <NEUL”, the process of step T542 is performed.

  In the above embodiment, after the drive mode of the variable valve mechanism 5 is set to the “fifth mode”, the valve until the condition of step T530 or the condition of step T540 in the “fifth actuator drive process” is satisfied. Although the operation angle INCAM is continuously changed, it can be changed as follows, for example. That is, after the drive mode of the variable valve mechanism 5 is set to the “fifth mode”, the valve operating angle INCAM is changed toward the maximum valve operating angle INCAMmax, and the monitoring valve operating angle INCAMmnt is set to the maximum valve operating angle INCAMmax. It is also possible to continue the operation of the engine 1 until they match.

  In the above embodiment, when the drive mode of the variable valve mechanism 5 is set to the “sixth mode”, the electric actuator 5A is based on the fact that the condition of step T620 in the “sixth actuator drive process” is satisfied. The drive state is set to “standby state”, but can be changed as follows, for example. That is, when the drive mode of the variable valve mechanism 5 is set to “sixth mode”, the drive state of the electric actuator 5A is set to “standby state” (the process of step T602 of “sixth actuator drive process”). The driving state of the electric actuator 5A can be set to “standby state”.

  In the above embodiment, the “variable valve mechanism drive process” is configured by the “first variable valve mechanism drive process” to the “sixth variable valve mechanism drive process”. The configuration of “processing” can also be changed as follows. That is, the “variable valve mechanism driving process” can be configured by at least one process of “first variable valve mechanism driving process” to “fifth variable valve mechanism driving process”.

In the above-described embodiment, the electric actuator 5A having a structure having a lock mechanism is adopted, but an electric actuator having a structure not having a lock mechanism can also be adopted.
In the above embodiment, as the electric actuator 5A, the position of the control shaft 52 is fixed through the lock mechanism in the “standby state” while the position of the control shaft 52 is set through the electric power from the battery 12 in the “holding state”. Although the holding structure is adopted, the following electric actuator can also be adopted. That is, an electric actuator having a structure in which the position of the control shaft 52 is fixed through a lock mechanism in the “standby state” and the “holding state” may be employed.

  In the above embodiment, the engine 1 that adjusts the intake flow rate GA through the throttle valve 39 is assumed until the variable valve mechanism 5 is warmed up. However, the variable valve mechanism of the present invention is applied. The engine that can be used is not limited to the engine exemplified in the embodiment. For example, the variable valve mechanism of the present invention can be applied to an engine that adjusts the intake flow rate GA through a variable valve mechanism from start to stop of the engine. In addition, the variable valve mechanism of the present invention can be applied to an engine that adjusts the intake flow rate GA through cooperative control of the variable valve mechanism and the throttle valve from the start to the stop of the engine.

  In the above embodiment, the present invention is applied to the variable valve mechanism 5 that changes the opening / closing characteristics (the valve operating angle and the maximum valve lift amount) of the intake valve 33. However, the opening / closing characteristics of the exhaust valve 37 can be changed. The present invention can also be applied to a variable valve mechanism.

  In the above embodiment, the present invention is applied to the variable valve mechanism having the structure illustrated in FIGS. 4 to 11. However, the variable valve mechanism to which the present invention is applied is the variable valve mechanism illustrated in the embodiment. It is not limited to. In short, as long as the variable valve mechanism has a structure in which at least one of the valve working angle and the maximum valve lift amount is changed through driving of the electric actuator, the present invention has a mode according to the above embodiment for any variable valve mechanism. The invention can be applied. Even in such a case, the operational effect according to the operational effect of the above embodiment can be achieved.

DESCRIPTION OF SYMBOLS 1 ... Engine, 11 ... Starter motor, 12 ... Battery.
2 ... cylinder block, 21 ... cylinder, 22 ... water jacket, 23 ... piston, 24 ... combustion chamber, 25 ... connecting rod, 26 ... crankshaft.

  3 ... Cylinder head, 31 ... Intake pipe, 32 ... Intake port, 33 ... Intake valve, 34 ... Intake cam shaft, 34C ... Cam, 35 ... Exhaust pipe, 36 ... Exhaust port, 37 ... Exhaust valve, 38 ... Exhaust cam shaft 38C ... cam, 39 ... throttle valve.

41 ... Injector, 42 ... Ignition plug, 43 ... Intake roller rocker arm, 43R ... Roller, 44 ... Rush adjuster, 45 ... Valve spring.
DESCRIPTION OF SYMBOLS 5 ... Variable valve mechanism, 5A ... Electric actuator, 5A1 ... Electric motor, 5A2 ... Motion conversion mechanism, 5B ... Valve mechanism main body, 51 ... Rocker shaft, 51H ... Pin movement hole, 52 ... Control shaft, 52H ... Pin Insertion hole 53 ... Valve lift mechanism 54 ... Connect pin 55 ... Bushing 55F ... Support end face 55H ... Pin insertion hole

6 ... Slider gear, 61 ... Slider gear input spline, 61H ... Pin insertion hole, 62 ... Slider gear output spline, 63 ... Shaft insertion hole, 64 ... Pin groove.
7 ... Input gear, 71 ... Input gear spline, 72 ... Input gear housing, 73 ... Input arm, 73A ... Shaft, 73B ... Roller, 73R, 73L ... Support arm.

8 ... Output gear, 81 ... Output gear spline, 82 ... Output gear housing, 82A ... Base portion, 83 ... Output arm, 83A ... Cam surface.
DESCRIPTION OF SYMBOLS 9 ... Electronic controller, 91 ... Rotational speed sensor, 92 ... Cooling water temperature sensor, 93 ... Intake temperature sensor, 94 ... Air flow meter, 95 ... Accelerator position sensor, 96 ... Vehicle speed sensor, 97 ... Ignition switch

Claims (5)

  An engine control device,
  The engine has a throttle valve and an intake valve, and a variable valve mechanism,
  The control device includes a vehicle speed sensor, an intake air temperature sensor, and a control unit,
  The vehicle speed sensor outputs a signal that changes according to the traveling speed of the vehicle to the control unit,
  The intake air temperature sensor outputs a signal that changes according to the intake air temperature to the control unit,
  The variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes,
  The drive mode A is
  When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When taking the first valve working angle as the valve working angle,
  When the measured intake air temperature is equal to or higher than the reference intake air temperature and the post-start period is equal to or higher than the reference post-start period, a second valve operating angle is taken as the valve operating angle,
  The first valve working angle is set to suppress the occurrence of knocking,
  The second valve working angle is set to improve intake efficiency,
  The drive mode B changes the valve working angle in order to converge the intake air flow rate to the target intake air flow rate,
  The control unit suggests that the warm-up of the variable valve mechanism is completed by an index value of a warm-up state of the variable valve mechanism, and an output signal of the vehicle speed sensor. The drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B based on the fact that the vehicle speed measurement value that is the vehicle speed is greater than the lower limit vehicle speed.
  Engine control device.   An engine control device,
  The engine has a throttle valve and an intake valve, and a variable valve mechanism,
  The control device has an intake air temperature sensor and a control unit,
  The intake air temperature sensor outputs a signal that changes according to the intake air temperature to the control unit,
  The variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes,
  The drive mode A is
  When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When taking the first valve working angle as the valve working angle,
  When the measured intake air temperature is equal to or higher than the reference intake air temperature and the post-start period is equal to or higher than the reference post-start period, a second valve operating angle is taken as the valve operating angle,
  The first valve working angle is set to suppress the occurrence of knocking,
  The second valve working angle is set to improve intake efficiency,
  The drive mode B changes the valve working angle in order to converge the intake air flow rate to the target intake air flow rate,
  The control unit indicates that the warm-up state of the variable valve mechanism is indicated by the index value of the warm-up state of the variable valve mechanism, and that the engine takes a transient operation state. Is suggested by the index value of the engine load, the drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B.
  Engine control device.   An engine control device,
  The engine has a throttle valve and an intake valve, and a variable valve mechanism,
  The control device has an intake air temperature sensor and a control unit,
  The intake air temperature sensor outputs a signal that changes according to the intake air temperature to the control unit,
  The variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes,
  The drive mode A is
  When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When taking the first valve working angle as the valve working angle,
  When the measured intake air temperature is equal to or higher than the reference intake air temperature and the post-start period is equal to or higher than the reference post-start period, a second valve operating angle is taken as the valve operating angle,
  The first valve working angle is set to suppress the occurrence of knocking,
  The second valve working angle is set to improve intake efficiency,
  The drive mode B changes the valve working angle in order to converge the intake air flow rate to the target intake air flow rate,
  The control unit indicates that the warming-up state of the variable valve mechanism is indicated by the indicator value of the warm-up state of the variable valve mechanism, and the engine takes a high-load operation state. The drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B, based on the fact that this is suggested by the index value of the engine load
  Engine control device.   An engine control device,
  The engine has a throttle valve and an intake valve, and a variable valve mechanism,
  The control device has an intake air temperature sensor and a control unit,
  The intake air temperature sensor outputs a signal that changes according to the intake air temperature to the control unit,
  The variable valve mechanism changes a valve operating angle that is a valve opening period of the intake valve, and has a drive mode A and a drive mode B as drive modes,
  The drive mode A is
  When the measured value of the intake air temperature, which is the intake air temperature suggested by the output signal of the intake air temperature sensor, is equal to or higher than the reference intake air temperature, and the post-start period that is the elapsed time from the start of the engine is less than the reference post-start period When taking the first valve working angle as the valve working angle,
  When the measured intake air temperature is equal to or higher than the reference intake air temperature and the post-start period is equal to or higher than the reference post-start period, a second valve operating angle is taken as the valve operating angle,
  The first valve working angle is set to suppress the occurrence of knocking,
  The second valve working angle is set to improve intake efficiency,
  The drive mode B changes the valve working angle in order to converge the intake air flow rate to the target intake air flow rate,
  The control unit indicates that the warm-up state of the variable valve mechanism is indicated by the indicator value of the warm-up state of the variable valve mechanism, and that the engine is in a state other than the low-load operation state. The drive mode of the variable valve mechanism is changed from the drive mode A to the drive mode B based on the fact that taking the operating state is suggested by the index value of the engine load.
  Engine control device.   The variable valve mechanism has a valve lift mechanism, a control shaft, and an actuator,
  The valve lift mechanism has a structure for driving the intake valve, and has a slider gear, an input gear, and an output gear,
  The control shaft supports the slider gear,
  The actuator moves the control shaft in the axial direction,
  The slider gear is interlocked with the axial movement of the control shaft,
  The input gear is assembled to the slider gear and operates based on a force input from the camshaft of the intake valve,
  The output gear is assembled to the slider gear, and drives the intake valve according to the operation of the input gear.
  The input gear and the output gear rotate relatively when the slider gear moves in the axial direction, and change the valve operating angle by rotating relatively.
  The engine control apparatus according to any one of claims 1 to 4.

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