JP7413916B2 - Control device for engine equipment - Google Patents

Description

The present invention relates to a control device for an engine device.

Conventionally, as a control device for this type of engine device, one that is mounted on the engine device together with a variable valve timing mechanism (VVT mechanism) and a fuel pump (high-pressure fuel pump) has been proposed (see, for example, Patent Document 1). . The variable valve timing mechanism changes the opening and closing timing of the intake valves by changing the angle of the camshaft relative to the angle of the crankshaft. The fuel pump is driven by a camshaft. This device calculates the torque that acts on the camshaft as a reaction force from the fuel pump based on the fuel injection amount and fuel pressure. Then, the rate of change in the opening/closing timing of the intake valve is corrected based on the load calculated in this way.

Japanese Patent Application Publication No. 2009-46995

By the way, in general, in a control device for an engine device equipped with a V-type engine, the camshafts of both banks may drive different drive devices. In this case, different torques act on the camshafts of both banks as reaction forces. For this reason, when changing the camshaft angle relative to the crankshaft angle, the speed at which the camshaft angle is changed varies from bank to bank, causing variations in the opening and closing timing of the intake valves from bank to bank. Torque fluctuations will become large.

The main purpose of the control device for an engine device of the present invention is to suppress fluctuations in engine torque.

The control device for an engine device of the present invention employs the following means to achieve the above-mentioned main purpose.

The control device for an engine device of the present invention includes:
A V-shaped engine has variable valve timing mechanisms in both banks that can change the opening and closing timing of intake valves or exhaust valves by changing the angle of the camshaft relative to the angle of the crankshaft, and a plurality of valve timing mechanisms driven by the camshaft. A control device for an engine device installed in the engine device together with a drive device,
a first reaction torque that acts on the camshaft of the one bank as a reaction force when the camshaft of one bank drives at least one of the plurality of drive devices; a second reaction torque that acts on the camshaft of the other bank as a reaction force when the camshaft of the bank drives at least one of the plurality of drive devices;
When changing the angle of the camshafts of the two banks in the advance direction, the larger one of the first and second reaction torques in the retardation direction of the camshaft angle is used to change the angle of the camshafts of the two banks. Controls variable valve timing mechanism,
When changing the angle of the camshafts of the two banks in the retard direction, the variable valve timing mechanism of the two banks uses the smaller one of the first and second reaction torques in the retard direction. control,
The gist is that.

In the control device for an engine device of the present invention, when the camshaft of one bank drives at least one of the plurality of drive devices, the first reaction force acts on the camshaft of one bank as a reaction force. and a second reaction torque that acts on the camshaft of the other bank as a reaction force when the camshaft of the other bank drives at least one drive device of the plurality of drive devices. . When changing the camshaft angles of both banks in the advance direction, the variable valve timing of both banks is controlled by using the larger torque in the retardation direction of the camshaft angles among the first and second reaction torques. When controlling the mechanism and changing the angle of the camshafts of both banks in the retard direction, the variable valve timing mechanism of both banks is controlled by using the smaller torque in the retard direction of the first and second reaction torques. Control. Thereby, it is possible to make the changing speeds of the camshaft angles of both banks the same, and it is possible to suppress variations in the opening/closing timing of the intake valves for each bank. As a result, fluctuations in engine torque can be suppressed.

1 is a configuration diagram schematically showing the configuration of an engine device 20 equipped with a control device as an embodiment of the present invention. FIG. 2 is a configuration diagram schematically showing the configuration of a variable valve timing mechanism 150a. FIG. 2 is a configuration diagram schematically showing the configuration of a variable valve timing mechanism 150a. An example of the opening/closing timing VTina of the corresponding intake valve 128a when the angle of the intake camshaft 129a is advanced and the opening/closing timing VTina of the intake valve 128a when the angle of the intake camshaft 129a is retarded is shown. It is an explanatory diagram. 3 is a configuration diagram schematically showing the configuration of a lock pin 154. FIG. 7 is a flowchart showing an example of a cam torque calculation processing routine executed by the ECU 70. FIG. 7 is a flowchart showing an example of a reaction torque calculation processing routine executed by the ECU 70. FIG. FIG. 3 is an explanatory diagram for explaining the direction of intake cam torque Tin. 7 is a flowchart showing an example of an exhaust cam torque calculation processing routine executed by the ECU 70. FIG.

Next, a mode for carrying out the present invention will be described using examples.

FIG. 1 is a block diagram schematically showing the structure of an engine device 20 equipped with a control device as an embodiment of the present invention. The engine device 20 of the embodiment includes an engine 22, a fuel supply device 60, and an electronic control unit (hereinafter referred to as "ECU") 70, as illustrated.

The engine 22 is configured as a V-type 6-cylinder or 8-cylinder internal combustion engine that outputs power using gasoline, diesel oil, or the like as fuel. As shown in the figure, the engine 22 sucks air purified by an air cleaner 122 into a combustion chamber via a throttle valve 124 and intake valves 128a and 128b, and also injects air into a cylinder during the intake stroke or after the compression stroke. Fuel is injected from 126 and exploded and combusted by an electric spark from a spark plug 130, and the reciprocating motion of the piston 132 pushed down by the energy is converted into rotational motion of the crankshaft 26. Exhaust from the combustion chamber is discharged through exhaust valves 128c and 128d to a purification device 134, and the purification device 134 purifies harmful components such as carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx). and discharged to the outside air. The engine 22 can also be operated with one bank of cylinders inactive.

The engine 22 includes variable valve timing mechanisms 150a and 150b that can continuously change the opening and closing timings VTina and VTinb of the intake valves 128a and 128b on the intake camshafts 129a and 129b of both banks, and the exhaust camshafts 129c of both banks. , 129d are provided with variable valve timing mechanisms 150c, 150d that can continuously change the opening/closing timings VTexc, VTexd of the exhaust valves 128d, 128d. FIGS. 2 and 3 are configuration diagrams schematically showing the configuration of variable valve timing mechanisms 150a and 150c of one bank. Note that the variable valve timing mechanisms 150b and 150d have the same configuration as the variable valve timing mechanisms 150a and 150c, so illustration and detailed explanation will be omitted.

The variable valve timing mechanism 150a includes a vane-type VVT controller 152, a vane position sensor 153, and an oil control valve 156, as shown in the figure. The VVT controller 152 includes a housing portion 152a, a vane portion 152b, and an assist spring (not shown). The housing portion 152a is fixed to a timing gear 164 connected to the crankshaft 26 via a timing chain 162. The vane portion 152b is fixed to an intake camshaft 129a that opens and closes the intake valve 128a. Vane position sensor 153 detects the position of vane portion 152b. The oil control valve 156 is configured as a well-known oil control valve having a sleeve, a spool valve, a linear solenoid, a plunger, etc., and is operated (the spool valve moves) in response to a current supplied from a current regulator (not shown). ) Apply oil pressure to the advance side oil chamber and the retard side oil chamber of the VVT controller 152.

In the variable valve timing mechanism 150a, the vane portion 152b is moved relative to the housing portion 152a by adjusting the oil pressure applied to the advance oil chamber and the retard oil chamber of the VVT controller 152 via the oil control valve 156. Rotate the target. Thereby, the angle of the intake camshaft 129a at the opening/closing timing VTina of the intake valve 128a is continuously changed. FIG. 4 shows an example of the opening/closing timing VTina of the intake valve 128a when the angle of the intake camshaft 129a is advanced, and the opening/closing timing VTina of the intake valve 128a when the angle of the intake camshaft 129a is retarded. FIG. In the figure, the white arrows indicate the opening/closing timing VTina of the intake valve 128a when the angle of the intake camshaft 129a is advanced, and the opening/closing timing of the intake valve 128a when the angle of the intake camshaft 129a is retarded. VTina is shown. In addition, in FIG. 4, the opening/closing timing VTexc of the exhaust valve 128c when the angle of the exhaust camshaft 129c is advanced, the opening/closing timing VTexc of the exhaust valve 128c when the angle of the exhaust camshaft 129c is retarded, An example of this is shown by a diagonally hatched arrow. The opening/closing timing VTex of the exhaust valve 128c will be described later. In the embodiment, the reference angle is the angle of the intake camshaft 129a that corresponds to the opening/closing timing VTina of the intake valve 128a that allows the engine 22 to efficiently output power.

A lock pin 154 is attached to the vane portion 152b of the VVT controller 152 to fix relative rotation between the housing portion 152a and the vane portion 152b. FIG. 5 is a configuration diagram showing an outline of the configuration of the lock pin 154. As shown in the figure, the lock pin 154 includes a lock pin body 154a and a spring 154b that biases the lock pin body 154a in the direction of the housing portion 152a, so that the angle of the intake camshaft 129a is positioned at the most retarded angle. At this time, the vane portion 152b is fitted into a groove 158 formed in the housing portion 152a by the spring force of the spring 154b, thereby fixing the vane portion 152b to the housing portion 152a. Further, the lock pin 154 is equipped with a hydraulic actuator (not shown) so that the lock pin main body 154a fitted in the groove 158 can be pulled out by applying hydraulic pressure via an oil passage 159 to overcome the spring force of the spring 154b. It is provided. A hydraulic actuator (not shown) is driven by the intake camshaft 129a. An assist spring (not shown) is attached between the housing part 152a and the vane part 152b in the circumferential direction in FIG. There is.

The variable valve timing mechanism 150b continuously changes the angle of the exhaust camshaft 129c corresponding to the opening/closing timing VTex of the exhaust valve 128c, and the vane portion 152b is fixed to the exhaust camshaft 129c that opens and closes the exhaust valve 128c. When the angle of the exhaust camshaft 129c is at its most advanced position, the lock pin 154 is fitted into the groove 158 formed in the housing part 152a by the spring force of the spring 154b, thereby fixing the vane part 152b to the housing part 152a. The configuration is the same as that of the variable valve timing mechanism 150a except for the following points. Therefore, regarding the variable valve timing mechanism 150b, the same components as the variable valve timing mechanism 150a are denoted by the same reference numerals, and the description thereof will be omitted.

The lock pin 154 of the VVT controller 152 of the variable valve timing mechanism 150b is fitted into the groove 158 formed in the housing portion 152a by the spring force of the spring 154b when the exhaust camshaft 129c is at the most advanced angle. The vane portion 152b is fixed to the housing portion 152a.

In the variable valve timing mechanisms 150a and 150b configured in this way, the angle of the intake camshaft 129a is set to the most retarded angle, and the angle of the exhaust camshaft 129c is set to the most advanced angle, thereby eliminating valve overlap and increasing the timing of the engine 22. can be put into a state suitable for stopping, starting, and under light loads. Further, by advancing the angle of the intake camshaft 129a from the most retarded angle and retarding the angle of the exhaust camshaft 129c from the most advanced angle, the engine 22 is brought into a state suitable for operation in a medium-high load range. Can be done.

The fuel supply device 60 is configured as a device that supplies fuel from the fuel tank 58 to the in-cylinder injection valve 126 of the engine 22. The fuel supply device 60 includes a fuel pump 62 that pressurizes the fuel in the fuel tank 58 and supplies it into the fuel pipe 63, and a delivery pipe 66 that pressurizes the fuel in the fuel pipe 63 and is connected to the in-cylinder injection valve 126. A high-pressure fuel pump 64 that supplies fuel to and a relief valve 67 that can reduce the pressure. The high-pressure fuel pump 64 includes a plunger 64a that is driven by the rotation of the intake camshaft 129a to pressurize the fuel in the fuel pipe 63, and an electromagnetic valve 64b that is attached to the intake port and opens and closes when the plunger 64a pressurizes the fuel. A check valve 64c is attached to the discharge port to prevent backflow of fuel and to maintain fuel pressure within the delivery pipe 66. Thereby, the high-pressure fuel pump 64 sucks fuel from the fuel pump 62 when the electromagnetic valve 64b is opened while the engine 22 is operating, and the fuel compressed by the plunger 64a when the electromagnetic valve 64b is closed. By intermittently feeding fuel into the delivery pipe 66 via the check valve 64c, the fuel to be supplied to the delivery pipe 66 is pressurized. The relief valve 67 is an electromagnetic valve that is opened to prevent the fuel pressure in the delivery pipe 66 from becoming excessive and to reduce the fuel pressure in the delivery pipe 66 when the engine 22 is stopped. When the relief valve 67 is opened, the fuel in the delivery pipe 66 is returned to the fuel tank 58 via the relief pipe 68.

Although not shown, the ECU 70 is configured as a microprocessor centered on a CPU, and includes, in addition to the CPU, a ROM for storing processing programs, a RAM for temporarily storing data, an input/output port, and a communication port. Signals from various sensors necessary to control the operation of the engine 22 are input to the ECU 70 via input ports. Signals from various sensors include the crank angle θcr from the crank position sensor 140 that detects the rotational position of the crankshaft 26, the cooling water temperature Tw from the water temperature sensor 142 that detects the temperature of the cooling water of the engine 22, the intake valve 128a, Cam angles θcia, θcib, θcea, θceb from the cam position sensor 144 that detects the rotational positions of intake camshafts 129a and 129b that open and close 128b and the rotational positions of exhaust camshafts 129c and 129d that open and close exhaust valves 128c and 128d, Throttle opening TH from a throttle valve position sensor 146 that detects the position of the throttle valve 124, intake air amount Qa from an air flow meter 148 attached to the intake pipe, and intake temperature Ta from a temperature sensor 149 attached to the intake pipe. , the air-fuel ratio AF from the air-fuel ratio sensor 135a, and the oxygen signal O2 from the oxygen sensor 135b. Also, the rotation speed Np from the rotation speed sensor 64d that detects the rotation speed of the high-pressure fuel pump 64, and the fuel pressure that detects the fuel pressure in the delivery pipe 66 of the fuel supply device 60 (the fuel pressure of the fuel supplied to the in-cylinder injection valve 126). The fuel pressure Pf from the sensor 69 can also be cited.

Various control signals for controlling the operation of the engine 22 are outputted from the ECU 70 via an output port. Various control signals include a drive signal to the throttle motor 136 that adjusts the position of the throttle valve 124, a drive signal to the in-cylinder injection valve 126, a control signal to the ignition coil 138 integrated with the igniter, and a fuel supply system. For example, a control signal to the electromagnetic valve 64b of No. 60 may be given.

The ECU 70 calculates the rotation speed Ne of the crankshaft 26, that is, the rotation speed Ne of the engine 22, based on the crank angle θcr. The ECU 70 also controls the intake valves of each cylinder in both banks based on the cam angles θcia and θcib of the intake camshafts 129a and 129b of the intake valves 128a and 128b with respect to the crank angle θcr (θcia-θcr and θcib-θcr). Opening/closing timings VTina and VTinb of 128a and 128b are calculated. The ECU 70 adjusts the exhaust valves 128c and 128c of each cylinder of both banks based on the angles (θcec-θcr, θced-θcr) of the exhaust camshafts 129c and 129d of the exhaust valves 128c and 128d with respect to the crank angle θcr (θcec-θcr, θced-θcr). The opening/closing timings VTexa and VTexb of 128d are calculated. The ECU 70 calculates the discharge amount Qd of the high-pressure fuel pump 64 based on the target fuel injection amount Qf of the in-cylinder injection valve 126.

In the engine device 20 of the embodiment configured in this way, the ECU 70 controls the intake air amount to control the opening degree of the throttle valve 124 and controls the in-cylinder injection valve 126 so that the engine 22 is operated at the target load factor KL*. Fuel injection control is performed to control the target fuel injection amount Qf of fuel to be injected from the target fuel injection amount Qf, ignition control is performed to control the ignition timing of the spark plug 130, etc. The ECU 70 also controls the opening/closing timings VTina, VTinb, VTexc, and VTexd of the intake valves 128a, 128b, and the exhaust valves 128c, 128d.

Further, in the engine device 20 of the embodiment, the ECU 70 sets the target opening/closing timing VTin* of the intake valves 128a, 128b and the target opening/closing timing VTex* of the exhaust valves 128c, 128d from the target load factor KL* of the engine 22, The variable valve timing mechanisms 150a, 150b are controlled so that the opening/closing timings VTina, VTinb of the intake valves 128a, 128b are set to the target opening/closing timings VTin*, and the opening/closing timings VTexc, VTexd of the exhaust valves 128c, 128d are set to the target opening/closing timings VTex*. The variable valve timing mechanisms 150c and 150d are controlled so as to achieve this. Intake cam torque Tin and exhaust cam torque Tex, which will be described later, are used to control the variable valve timing mechanisms 150a to 150d.

Next, a description will be given of the operation of the engine device configured as described above, particularly the operation when changing the angles of the intake camshafts 129a, 129b and the exhaust camshafts 129c, 129d using the variable valve timing mechanisms 150a to 150d. First, the process for calculating the intake cam torque Tin will be explained. FIG. 6 is a flowchart showing an example of an intake cam torque calculation processing routine executed by the ECU 70. The intake cam torque calculation processing routine is repeatedly executed at predetermined time intervals (for example, several milliseconds) when the target opening/closing timing VTin* is changed from the current opening/closing timings Vina, Vinb.

When the cam torque calculation routine is executed, the ECU 70 executes a process for calculating a first reaction torque Tina that acts as a reaction force on the intake camshaft 129a (step S100). Here, the first reaction torque Tina is calculated by a reaction torque calculation processing routine illustrated in FIG. 7 .

In the reaction torque calculation processing routine, first, a process of inputting the rotation speed Ne of the engine 22, the fuel pressure Pf, the opening/closing timing VT, the feedforward (FF) term Qff, and the operation flag Fp is executed ( Step S200). The rotational speed Ne of the engine 22 is inputted as calculated based on the crank angle θcr. The fuel pressure Pf detected by the fuel pressure sensor 69 is input. The opening/closing timing VT is the opening/closing timing of the intake valve or exhaust valve of the target camshaft. Now, since the first reaction torque Tina acting as a reaction force on the intake camshaft 129a is calculated, the opening/closing timing VT is the opening/closing timing VTina of the intake valve 128a, and the cam angle θcia of the intake camshaft 129a with respect to the crank angle θcr. The opening/closing timing VTina calculated based on the angle (θcia−θcr) is input. The feedforward term Qff is input with the value set when adjusting the discharge amount of the high-pressure fuel pump 64. The operation flag Fp is a flag indicating whether or not the high-pressure fuel pump 64 is operating. The operation flag Fp is set to the value 1 when the intake camshaft 129a is rotating and the high-pressure fuel pump 64 is operating, and when the cylinders of one bank are stopped, the intake camshaft 129a stops rotating and the high-pressure fuel pump 64 is activated. 64 is not operating or when calculating the second reaction torque Tinb acting as a reaction force on the intake camshaft 129b, the value is set to 0. Here, adjustment of the discharge amount of the high-pressure fuel pump 64 will be explained.

To adjust the discharge amount of the high-pressure fuel pump 64, set the target discharge amount Qd* from the target fuel injection amount Qf of the in-cylinder injection valve 126, and use the following equation (1) to adjust the target valve opening time Tvo of the electromagnetic valve 64b. *, and controls the electromagnetic valve 64b so that the opening time Tvo of the electromagnetic valve 64b becomes the target opening time Tvo*. In equation (1), the first term and the second term are a feedback term Qfb for reducing the deviation between the discharge amount Qd and the target discharge amount Qd*. The third term is a feedforward term Qff for setting the discharge amount Qd to the target discharge amount Qd*. "Kp" is the gain of the proportional term. "Ki" is the gain of the integral term. Step S100 inputs this feedforward term Qff.

Tvo*=Kp・(Qd*-Qd)+Ki・Σ(Qd*-Qd)+Qff (1)

When step S200 is executed, the reaction force from the high-pressure fuel pump 64 is calculated using the rotational speed Ne of the engine 22, the fuel pressure Pf, the feedforward (FF) term Qff, and the operation flag Fp. A torque (fuel pump torque) Tfp acting on the shaft (in this case, the intake camshaft 129a) is set (step S210). The fuel pump torque Tfp is set to a value of 0 when the operation flag Fp is 0 because the high pressure fuel pump 64 is not operating. When the operation flag Fp has a value of 1, the fuel pump torque Tfp is determined in advance by experiment or analysis as the relationship between the engine 22 rotation speed Ne, the fuel pressure Pf, the feedforward (FF) term Qff, and the fuel pump torque Tfp. It is set using a torque setting map. The pump torque setting map is stored in the ROM.

In the pump torque setting map, when the rotational speed Ne of the engine 22 is high, the fuel pump torque Tfp is set larger than when it is low, and when the fuel pressure Pf is high, the fuel pump torque Tfp is set larger than when it is low. , when the feedforward (FF) term Qff is large, the fuel pump torque Tfp is set larger than when it is small. The fuel pump torque Tfp is made larger when the engine 22 rotational speed Ne is high than when it is low. This is based on the fact that the number of times fuel is pumped by the plunger 64a increases and the torque acting on the intake camshaft 129a increases. The reason why the fuel pump torque Tfp is made larger when the fuel pressure Pf is high than when it is low is that the torque acting on the intake camshaft 129a becomes larger when the fuel pressure Pf is high than when it is low. This is based on the fact that when the feedforward (FF) term Qff is large, the discharge amount from the high-pressure fuel pump 64 is larger than when it is small, and the torque acting on the intake camshaft 129a is larger.

The reason why the feedback (FB) term Qfb is not used in calculating the fuel pump torque Tfp is based on the following reason. In general, in high-pressure fuel pumps used in devices that supply fuel to in-cylinder injection valves in engines, the target fuel injection amount of the in-cylinder injection valve changes over a short period of time, so the target discharge amount of the high-pressure fuel pump changes over a short period of time. It fluctuates. Feedback (FB ) term Qfb has a low ability to follow such short-term fluctuations, so when the feedback (FB) term Qfb is used to calculate the torque acting on the intake camshaft 129a, the calculated torque and the actual torque acting on the intake camshaft 129a are This causes a timing shift with respect to the acting torque, resulting in a large difference between the calculated torque and the torque actually acting on the intake camshaft 129a. Furthermore, if the torque acting on the intake camshaft 129a is calculated using the feedback (FB) term Qfb, the processing load for calculation increases, such as the need to take into account fluctuations in the position where the torque acts. Therefore, by calculating the fuel pump torque Tfp based on the fuel pressure Pf, the feedforward (FF) term Qff, the rotation speed Ne of the engine 22, and the operation flag Fp without using the feedback (FB) term Qfb, The accuracy of calculating the torque acting on the intake camshaft 129a from the high-pressure fuel pump 64 is improved, and an increase in the processing load for calculation is suppressed.

Once the fuel pump torque Tfp is set in this way, the reaction torque (reaction torque) that acts on the camshaft as a reaction force from the intake valve or exhaust valve when opening or closing the intake valve or exhaust valve using the rotation speed Ne of the engine 22 ( Cam friction torque) Tcf is set (step S220). Cam friction torque Tcf is set to be larger when the rotational speed Ne of the engine 22 is high than when it is low. This is based on the fact that when the rotational speed Ne of the engine 22 is high, the number of times the intake valve and exhaust valve are opened and closed per unit time is higher than when it is low, and the torque acting on the camshaft is larger. Now, since the first reaction torque Tina that acts as a reaction force on the intake camshaft 129a is calculated, the cam friction torque Tcf is calculated as a reaction force from the intake valve 128a when the intake valve 128a opens and closes the intake camshaft 129a. is set as the torque acting on

Next, a torque (spring torque) Ts acting on the camshaft as a reaction force of an assist spring (not shown) is set using the opening/closing timing VT (step S230). The spring torque Ts is set so that the opening/closing timing VT becomes smaller as the opening/closing timing VT moves further away from the most retarded timing. This is based on the fact that the farther the opening/closing timing VT is from the most retarded timing to the more advanced timing, the smaller the displacement of the assist spring and the smaller the restoring force. Now, since the first reaction torque Tina that acts as a reaction force on the intake camshaft 129a is calculated, the spring torque Ts is the torque that acts on the intake camshaft 129a as a reaction force of the assist spring of the variable valve timing mechanism 150a. is set as

After setting the fuel pump torque Tfp, cam friction torque Tcf, and spring torque Ts in this way, the sum of the fuel pump torque Tfp, cam friction torque Tcf, and spring torque Ts is set as a temporary reaction torque Trtmp (step S240), The tentative reaction torque Trtmp is smoothed using the following equation (2) to set the cam torque Tcam (step S250), and this routine ends. In equation (2), "previous Tcam" is the reaction torque Tr set when this routine was executed last time. By setting the reaction torque Tr in this manner, sudden changes in the reaction torque Tr are suppressed.

Tr=Previous Tr+K・(Trtmp-Previous Tr)...(2)

In step S100 of the intake cam torque calculation routine illustrated in FIG. 6, the reaction torque Tr thus calculated is set as the first reaction torque Tina.

After calculating the first reaction torque Tina in this way, a process of calculating a second reaction torque Tinb acting as a reaction force on the intake camshaft 129b is then executed (step S110). The second reaction torque Tinb is set to the reaction torque Tr calculated by applying the reaction torque calculation processing routine illustrated in FIG. 7 to the intake camshaft 129b.

When the first and second reaction torques Tina and Tinb are set in this way, the angles of the intake camshafts 129a and 129b are advanced using the current opening and closing timings VTina and VTinb of the intake valves 128a and 128b and the target opening and closing timing VTin*. It is determined whether there is a change in the direction (step S120). When the angles of the intake camshafts 129a and 129b are changing in the advance direction, the larger torque of the first and second reaction torques Tina and Tinb is set as the intake cam torque Tin (step S130), and the intake cam torque Tin is set as the intake cam torque Tin. When the angles of the camshafts 129a and 129b are not changing in the advance direction, that is, when the angles of the intake camshafts 129a and 129b are changing in the retardation direction, the first and second reaction torques Tina and Tinb The smaller torque among them is set as the intake cam torque Tin (step S140), and this routine ends. When the intake cam torque Tin is set in this way, the ECU 70 controls the variable valve timing mechanism 150a, so that the opening/closing timing VTina, VTinb of the intake valves 128a, 128b changes toward the target opening/closing timing VTin* at a speed based on the intake cam torque Tin. 150b.

When the angles of the intake camshafts 129a and 129b are changing in the advance direction, the larger of the first and second reaction torques Tina and Tinb is set as the intake cam torque Tin as follows. Based on reason. FIG. 8 is an explanatory diagram for explaining the direction of the first reaction torque Tina. As shown in the figure, the first reaction torque Tina acts in the retarding direction of the intake camshaft 129a. Similarly to the first reaction torque Tina, the second reaction torque Tinb also acts in the retarding direction of the intake camshaft 129b. Therefore, when the angle of the intake camshafts 129a, 129b is changing in the advance direction, the first and second reaction torques Tina, Tinb act in a direction that prevents the change in the angle of the intake camshafts 129a, 129b, The speed at which the angle of the intake camshaft on which the larger of the first and second reaction torques Tina and Tinb acts is changed becomes slower. Therefore, the larger of the first and second reaction torques Tina and Tinb is set as the intake cam torque Tin, and the opening/closing timings VTina and VTinb of the intake valves 128a and 128b are set at the target speed based on the intake cam torque Tin. By controlling the variable valve timing mechanisms 150a and 150b so as to change toward the opening/closing timing VTin*, the angle change speeds of the intake camshafts 129a and 129b of both banks can be made equal, and the intake valve 128a and the intake valve Variations in the opening/closing timings VTina and VTinb of 128b can be suppressed.

When the angles of the intake camshafts 129a and 129b are changing in the retard direction, the smaller of the first and second reaction torques Tina and Tinb is set as the intake cam torque Tin as follows. Based on reason. As described above, the first and second reaction torques Tina and Tinb act in the retarding direction of the intake camshafts 129a and 129b. Therefore, when the angles of the intake camshafts 129a and 129b are changing in the retarded direction, the first and second reaction torques Tina and Tinb act in a direction that increases the speed at which the angles of the intake camshafts 129a and 129b change. , the speed of changing the angle of the intake camshaft on which the smaller of the first and second reaction torques Tina and Tinb acts becomes slower. Therefore, the smaller of the first and second reaction torques Tina and Tinb is set as the intake cam torque Tin, and the opening/closing timings VTina and VTinb of the intake valves 128a and 128b are set at the target speed based on the intake cam torque Tin. By controlling the variable valve timing mechanisms 150a and 150b so as to change toward the opening/closing timing VTin*, the angle change speeds of the intake camshafts 129a and 129b of both banks can be made equal, and the intake valve 128a and the intake valve Variations in the opening/closing timings VTina and VTinb of 128b can be suppressed.

Next, the process for calculating the exhaust cam torque Tex will be explained. FIG. 9 is a flowchart showing an example of an exhaust cam torque calculation processing routine executed by the ECU 70. The exhaust cam torque calculation processing routine is repeatedly executed at predetermined time intervals (for example, several milliseconds) when the target opening/closing timing VTex* is changed from the current opening/closing timings Vexc, Vexd.

When the cam torque calculation routine is executed, the ECU 70 executes a process for calculating a third reaction torque Texc that acts as a reaction force on the exhaust camshaft 129c (step S300). Here, the third reaction torque Texc is set to the reaction torque Tr calculated by applying the reaction torque calculation processing routine illustrated in FIG. 7 to the exhaust camshaft 129c.

After calculating the third reaction torque Texc in this way, a process of calculating a fourth reaction torque Texd acting as a reaction force on the exhaust camshaft 129d is then executed (step S310). The fourth reaction torque Texd is set to the reaction torque Tr calculated by applying the reaction torque calculation processing routine illustrated in FIG. 7 to the exhaust camshaft 129d.

When the third and fourth reaction torques Texc and Texd are set in this way, the angles of the exhaust camshafts 129c and 129d are advanced using the current opening and closing timings VTexc and VTexd of the exhaust valves 128c and 128d and the target opening and closing timing VTex*. It is determined whether there is a change in the direction (step S320). When the angles of the exhaust camshafts 129c and 129d are changing in the advance direction, the larger of the third and fourth reaction torques Texc and Texd is set as the exhaust cam torque Tex (step S330), and the exhaust When the angles of the camshafts 129c and 129d are not changing in the advance direction, that is, when the angles of the exhaust camshafts 129c and 129d are changing in the retardation direction, the third and fourth reaction torques Texc and Texd The smaller torque among them is set as the exhaust cam torque Tex (step S340), and this routine ends. When the exhaust cam torque Tex is set in this way, the ECU 70 controls the variable valve timing mechanism 150c, so that the opening/closing timings VTexc, VTexd of the exhaust valves 128c, 128d change toward the target opening/closing timing VTex* at a speed based on the exhaust cam torque Tex. 150d.

When the angles of the exhaust camshafts 129c and 129d are changing in the advancing direction, setting the larger of the third and fourth reaction torques Texc and Texd as the exhaust cam torque Tex is the third , the fourth reaction torques Texc, Texd act in the retarding direction of the exhaust camshafts 129c, 129d, for the same reason as in the case of the intake camshafts 129a, 129b described above. In this way, the angle change speeds of the exhaust camshafts 129c and 129d of both banks can be made the same, and variations in the opening/closing timings VTexc and VTexd of the exhaust valves 128c and 128d can be suppressed.

When the angles of the exhaust camshafts 129c and 129d are changing in the retard direction, the smaller of the third and fourth reaction torques Texc and Texd is set as the exhaust cam torque Tex. , the fourth reaction torques Texc, Texd act in the retarding direction of the exhaust camshafts 129c, 129d, for the same reason as in the case of the intake camshafts 129a, 129b described above. In this way, the speed of change in angle of the exhaust camshafts 129c, 129d of both banks can be made equal, and variations in the opening/closing timings VTexc, VTexd of the exhaust valves 128c, 128d can be suppressed.

By controlling the variable valve timing mechanisms 150a to 150d using the intake cam torque Tin and the exhaust cam torque Tex in this manner, fluctuations in the torque of the engine 22 can be suppressed.

According to the engine device 20 equipped with the control device of the embodiment described above, the first reaction torque Tina and the second reaction torque Tinb are calculated, and the angles of the intake camshafts 129a and 129b are advanced in the direction of advance. When changing the angle of the intake camshafts 129a, 129b, the variable valve timing mechanisms 150a, 150b are controlled using the larger one of the first and second reaction torques Tina, Tinb in the retard direction. When changing the torque in the direction, the variable valve timing mechanisms 150a and 150b are controlled using the smaller of the first and second reaction torques Tina and Tinb in the retard direction, thereby suppressing fluctuations in the torque of the engine 22. It can be suppressed.

In the engine device 20 equipped with the control device of the embodiment, the sum of the fuel pump torque Tfp, cam friction torque Tcf, and spring torque Ts is set as the temporary reaction torque Trtmp. However, the temporary reaction torque Trtmp may be set using at least one of the fuel pump torque Tfp, the cam friction torque Tcf, and the spring torque Ts. One of these may be set as the temporary cam torque Tctmp.

In the engine device 20 equipped with the control device of the embodiment, the reaction torque Tr is obtained by subjecting the temporary reaction torque Trtmp to a smoothing process. However, the temporary reaction torque Trtmp may be set to the reaction torque Tr without performing the smoothing process.

In the engine device 20 equipped with the control device of the embodiment, variable valve timing mechanisms 150a and 150b are attached to intake camshafts 129a and 129b, and variable valve timing mechanisms 150c and 150d are attached to exhaust camshafts 129c and 129d. However, the variable valve timing mechanism may be attached to only one of the intake-side camshafts (intake camshafts 129a, 129b) and the exhaust-side camshafts (exhaust camshafts 129c, 129d).

In the embodiment, a case where the control device of the present invention is applied to an engine device 20 is illustrated. However, the control device of the present invention may be used in both the engine device 20 and the vacuum pump that is used to generate negative pressure in the brake system that applies braking force to the front wheels and rear wheels and is driven by the intake camshaft 129a. It may be installed on. In this case, the sum of the fuel pump torque Tfp, cam friction torque Tcf, spring torque Ts, and torque as a reaction force that the vacuum pump acts on the intake camshaft 129a is set as the temporary reaction torque Trtmp. You can. In this way, the reaction torque Tr can be calculated with higher accuracy in the automobile.

The correspondence between the main elements of the embodiments and the main elements of the invention described in the column of means for solving the problems will be explained. In the embodiment, the variable valve timing mechanisms 150a and 150b correspond to a "variable valve timing mechanism," the engine 22 corresponds to an "engine," the high-pressure fuel pump 64 corresponds to a "drive device," and the engine device 20 corresponds to a "drive device." The ECU 70 corresponds to an "engine device," and the ECU 70 corresponds to a "control device."

The correspondence relationship between the main elements of the examples and the main elements of the invention described in the column of means for solving the problem is that the example implements the invention described in the column of means for solving the problem. Since this is an example for specifically explaining a form for solving the problem, it is not intended to limit the elements of the invention described in the column of means for solving the problems. In other words, the interpretation of the invention described in the column of means for solving the problem should be based on the description in that column, and the examples are based on the description of the invention described in the column of means for solving the problem. This is just one specific example.

Although the embodiments of the present invention have been described above using examples, the present invention is not limited to these examples in any way, and may be modified in various forms without departing from the gist of the present invention. Of course, it can be implemented.

INDUSTRIAL APPLICATION This invention can be utilized for the manufacturing industry of the control device of an engine apparatus, etc.

20 engine device, 22 engine, 58 fuel tank, 60 fuel supply device, 62 fuel pump, 63 fuel pipe, 64 high pressure fuel pump, 64a plunger, 64b electromagnetic valve, 64c check valve, 64d rotation speed sensor, 66 delivery pipe, 67 Relief valve, 68 Relief pipe, 69 Fuel pressure sensor, 70 Electronic control unit (ECU), 122 Air cleaner, 124 Throttle valve, 126 In-cylinder injection valve, 128a, 128b Intake valve, 128c, 128d Exhaust valve, 129a, 129b Intake camshaft , 129c, 129d exhaust camshaft, 130 spark plug, 132 piston, 134 purifier, 135a air-fuel ratio sensor, 135b oxygen sensor, 136 throttle motor, 138 ignition coil, 140 crank position sensor, 142 water temperature sensor, 144 cam position sensor, 146 Throttle valve position sensor, 148 Air flow meter, 149 Temperature sensor, 150a to 150d Variable valve timing mechanism, 152 VVT controller, 152a Housing part, 152b Vane part, 153 Vane position sensor, 154 Lock pin, 154a Lock pin body, 154b Spring , 156 oil control valve, 158 groove, 159 oil path, 162 timing chain, 164 timing gear.

Claims (1)

A V-shaped engine has variable valve timing mechanisms in both banks that can change the opening and closing timing of intake valves or exhaust valves by changing the angle of the camshaft relative to the angle of the crankshaft, and a plurality of valve timing mechanisms driven by the camshaft. A control device for an engine device installed in the engine device together with a drive device,
a first reaction torque acting on the camshaft of the one bank as a reaction force when the camshaft of one bank drives at least one of the plurality of drive devices; a second reaction torque that acts on the camshaft of the other bank as a reaction force when the camshaft of the bank drives at least one of the plurality of drive devices;
When changing the angles of the camshafts of the two banks in the advance direction, the larger one of the first and second reaction torques in the retardation direction of the camshaft angles is used to change the angles of the camshafts of the two banks. controlling the variable valve timing mechanism;
When changing the angle of the camshafts of the two banks in the retard direction, the variable valve timing of the two banks is changed using the smaller torque in the retard direction among the first and second reaction torques. control the mechanism,
Control device for engine equipment.

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