JPS6043109A - Controller of valve operation stop mechanism - Google Patents

Abstract

PURPOSE:To suspend the switching of valves at the time of lowering of the oil pressure to prevent damages of the engaged portions in the title controller in which a stopper is actuated by a hydraulic actuator to restrict the movement of a plunger at the tip end of a locker arm and the operation and suspension of the valves are switched. CONSTITUTION:A plunger making contact with the upper end of the stem of the valve is provided at the tip end of the locker arm, and when the stopper operated by the hydraulic actuator comes into engagement with the plunger, the movement of the plunger is restricted and the lifting of the cam is transmitted to valves, thus the valves being operated. When the engagement between the actuator and the plunger is released, the plunger makes a relative movement with respect to the locker arm to suspend the operation of the valves. Operation switching valves 136 and 137 are provided in the hydraulic passages 132 and 133, and the above operation is switched responsive to the engine driving condition. However, when the lowering of the oil pressure is detected, a changeover command with respect to the switching valve is not issued, and an incomplete engagement between the stopper and the plunger is prevented thereby to prevent damages of the engaged parts.

Description

[Detailed description of the invention] The present invention relates to a control device for a valve operation stop mechanism.

For example, a multi-cylinder engine has two intake valves (main and auxiliary) per cylinder, and when the load is low or medium, the auxiliary intake valve is stopped and only the main intake valve is operated, and when the load is high, the output is increased. There are some that operate both the main and sub intake valves to do this. In addition, depending on the operating state, for example, when idling or under low load, it is not necessary to operate all cylinders, so in order to save fuel consumption, the intake and exhaust valves of some cylinders are stopped and the cylinder is turned into a cylinder, and the One example of a mechanism for operating and stopping the above-mentioned valves that is being considered is to operate the intake and exhaust valves again to operate all cylinders.

As shown in Figure 6 of British Patent No. 2075118A,
A removable stopper is disposed between the plunger and the P-tsuka arm body that constitutes the transmission member of the valve train, and the stopper is driven by a hydraulic actuator. Alternatively, as shown in FIG. 8, it has been proposed that a hydraulic actuator is used to move the fulcrum position of a pivot arm or the like of a valve train.

However, when equipped with a hydraulic actuator and switching between activation and stop (non-activation) of the valve, it is necessary to ensure that the hydraulic actuator will operate reliably even if the hydraulic pressure supplied to the hydraulic actuator decreases. Not,
If the stopper engages with the plunger at an incomplete position, an abnormally high stress that may lead to damage may occur in the retaining portion.
There was a risk that noise would be generated, and that the fulcrum of the rocker arm would be in an incomplete position, resulting in insufficient opening of the valve.

The present invention has been proposed in view of the above.

In a valve operation stop mechanism that stops the operation of the intake and exhaust valves of an engine according to the operating state, a hydraulic actuator that selectively switches between operation and stop of the operation of the intake and exhaust valves according to the supplied hydraulic pressure; A hydraulic pressure supply means for supplying hydraulic pressure to the hydraulic actuator, and a hydraulic pressure supply control means for controlling the hydraulic pressure supply to the hydraulic actuator by the hydraulic pressure supply means.

Hydraulic pressure drop detection means for detecting a reduced state of the oil pressure supplied to the hydraulic actuator, when the oil pressure drop detection means detects the reduced state of the oil pressure.

Switching between activation and deactivation of the intake and exhaust valves by the hydraulic actuator is stopped.

A valve characterized by comprising an actuator control means for supplying a control signal to the hydraulic pressure supply control means An embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 to 5, a four-cylinder engine 10 for an automobile has a cylinder head 12 and a cylinder block 14, and two pistons 16a, 16b connected to a crankshaft (not shown) via a connecting rod.

16c and 16d are arranged respectively to form four combustion chambers 18.
a, 1ab, 18c, and j8d are formed. Each combustion chamber 18a, isb, 18c, 18d.

The main intake boats 20a, 20b, 20c, 20d are independent from each other and have a relatively small cross-sectional area, and the sub-intake boats 22a have a larger cross-sectional area than the main intake boats.

22 b, 22 c, and 22 d are connected to each other, and each of these boats has a main intake valve 24 a, -24 b, respectively.
.

24c, 24d and sub-intake valves 26a, 26b.

26c and 26d are interposed and the temperature is ℃. each main intake bow)
20 a, 20 b, 20 c, and 2 n d each have one end open to one side of the cylinder head 12, and the other end facing away from a plane containing the cylinder axis of each combustion chamber 18 a, 18 b, 18 c, and 18 d. It opens into each of the above combustion chambers with the center of the passage located on the side.

The boat center line near the other end opening of each of the main intake ports is oriented in a direction that does not intersect or be parallel to the Schilling axis of the corresponding combustion chamber.

Each of the main intake boats 20a, 20b, 20c.

Each combustion chamber 18a, tab, 13c from 20d.

The intake air guided by 1sdVc is designed to revolve around each of the axes mentioned above. At this time, each main intake bow) 20
A, 20b, 20c, and 2oa have a small amount of air so that the intake air guided to each combustion chamber 18a, 18b, 18c, and 18d via the same bow 1 is compatible with high l-lux generation in the low-speed operating range of the engine. is formed to produce a strong swirling flow. On the other hand, each sub-intake boat 22a, 22b, 22c,
22d has one end opening to the other side of the throat 12 to the cylinder.

At the other end, each of the combustion chambers 18a, isb, and 18c is arranged such that the center of the passage is located on the other side side of the plane.

18d, and the port center line near the other end opening of each of the intake bows 1 is oriented in a direction that does not intersect or be parallel to the cylinder axis of the corresponding combustion chamber, and each of the sub-intake bows) 22 a.

Each combustion chamber 18a from 22b, 22c, and 22d.

The intake air guided to the main intake bows 18b, 18c, and 18d moves around the respective axes 20a, 20b.

It is designed to rotate in the same direction as the intake air guided through 20c and 20d. At this time, each sub-intake bottom 22a, 2
2b, 22c, and 22d are connected to each combustion chamber 18 via the same boat.
In order to adapt the intake air guided to a, 18b, 18c, 1B, and d to the generation of high torque in the high-speed operating range of the engine, the swirling flow is formed so that a relatively weak temperature becomes a large flow rate.

Moreover, each combustion chamber 18a, 18b, 18c, 18d
For each main intake bow) 2[]a, 20b, 20c, 2
Exhaust ports 28a and 2 extend approximately parallel to the main intake port from the side surface of the cylinder head 12, which has an opening at one end.
8b, 28c, and 28d are open.

Each port has an exhaust valve SOA and 30B, respectively.

30c and 30d are interposed.

Further, each combustion chamber 18a, 18b, 18c, 18d has an opening 32a, 32b for arranging a spark plug.

32c and 32d are open, and when the respective spark plugs 34'a, 34b, 34c, and filter 4d are disposed in the respective openings, the respective main intake bows 20a, 20b.

At least a portion of the intake air guided to each combustion chamber via 20c and 20d passes through the spark cap portion of each spark plug. 1 (τ has become.

Each main intake valve 24a, 24b, 24c, 24d is connected to each main intake valve valve machine +7'j 36a + 36b + 36c
, 36d, each sub-intake valve 26a
, 26b.

26c and 26d are sub-intake valve operating mechanisms 38a.

It is opened and closed by 38b, 38c, and 38d.

Each exhaust valve 30a, 30b, 30c, 30d is connected to each exhaust valve valve mechanism 40a, 40b, 40c, 4n.
It can be opened and closed by d. Each main intake valve valve mechanism 36a, 36b, 36c, 36d.

Each main intake cam 44a is provided on the camshaft 42.

44 b, 44 c, 44 d and first rocker shaft 4
Rocker arms 48a, 48b, 48c are swingably supported by the main intake cams 6 and 6 and transmit the lift of each of the main intake cams to the main intake valves 24a, 24b, 24c, and 24d.

48d, among which the main intake valve valve mechanism 36a
, 56d, a valve operation stopping mechanism is formed in the rocker arms 48a, 43d. Each sub-intake valve valve mechanism 38a, 3
8b, 38c, and 38d are sub-intake cams 50a and 50b provided on the camshaft 42;

50 c, 50 d and the 20th rocker shaft 51 to allow the lift height of each of the sub-intake cams to be controlled by the sub-intake valve 26.
It has rocker arms 52 a, 52 b, 52 c, and 52 d that transmit data to the sub-intake valve mechanisms.
2b, 52c, and 52d are provided with a valve operation stop mechanism. Each exhaust valve valve mechanism 40a.

40 b, 40 c, 40 d are exhaust cams 54 a, 54 b, 54 c, 54 d provided on the camshaft 42
and each exhaust valve 30a, which is swingably supported by the first rocker shaft 46 and controls the lift height of each of the exhaust cams.

Rocker arm 56a transmitting to 30c, 30d.

56 b, 56 c, and 56 d, among which the rocker arm 56 a of the exhaust valve mechanism 40 a, 40 d
, 56aK is provided with a valve operation stop mechanism. By the way, each of the above-mentioned main intake valve operating mechanisms 36a.

36b, 36c, and 6d are the main intake valves 24a.

24 b, 24 c, and 24 d are made suitable for low-speed operation by reducing the valve lift l- and shortening the valve opening period. Open and close to make it smaller.

- Inferior auxiliary intake valve valve mechanism 38 a, 38 b, 38 c
.

8d are sub-intake valves 26a, 26b, 26c, and 26d.

To make it suitable for high-speed operation, the valve lift 1- is made large, the valve opening period is made long, and each exhaust valve 30a,'! IDb, 30c.

The valve is opened and closed so as to increase the overlap with the valve opening period of 30d.

Each rocker arm 48a, 48d, 56a, 56
Taking as an example the rocker arm 48a formed in the valve operation stop mechanism formed in the valve operation stop mechanism shown in FIG. The first rocker shaft 46 is formed with an oil passage 62 extending in the axial direction, and the rocker arm is formed with a cam contact portion on one arm 64 extending to the left in FIG. 6, with which the main intake cam 44a abuts. A cylinder 68 is attached to the end of the other arm 66 extending to the right in FIG.
In 8a, there is a cylinder part 7 bored in the same lug arm.
8 and a piston 80 that slides within the cylinder portion.

The cylinder portion 78 is connected to the oil passage 62 through an oil passage 84 formed in the rocker arm 48a and a radial supply oil passage 86 formed in the first rocker shaft 46.
It is always connected regardless of the swing of a.

A bottomed cylindrical plunger 88 is slidably fitted inside the cylinder 68, and the plunger is pressed downward in FIG. When it comes into contact with the valve stem end of the valve 24a,
・Ru. Two elongated holes 92 are provided in the cylindrical wall of the cylinder 68 so as to face each other and are located directly above the upper end of the plunger 88 when the plunger 88 is at the lowest position relative to the cylinder 68 (the position shown in the figure). As shown in FIG. 7, a stopper 94, which is a movable member having fork-shaped legs, is inserted into the elongated hole. An arcuate space 96, which is slightly larger than the outer diameter of the plunger 88, is formed at the base between the two legs of the stopper 94, and the distance between the inner edges of the two legs is this distance. It is set to be approximately equal to the inner diameter of the plunger 88 on the right side of the arcuate space 9B. A thread is formed on the upper outer surface of the cylinder 68, and a stopper 9 is provided on the thread.
4, a double nut 95 is screwed to guide the top surface of the stopper.

A presser spring 97 is interposed between the stopper 94 and the rocker arm 4Ba to prevent vertical vibration of the stopper. A long hole 98 is formed at the left end of the stopper 94, and a rod 10 attached to the piston 80 is inserted into this long hole.
The pin 10 of the connecting member 102 fixed to the right end of the
4 are arranged.

The stopper and the piston are connected via this connecting member "102" and the rod 100.

When the pin 104 is installed, a gap S is created in the long hole 98 in the left-right direction, which is the sliding direction of the piston 80, so the stopper 94 is connected to the piston 80 so that it can move relative to the left-right direction by the gap S. has been done.

The piston 80 is urged leftward by the spring 105, and is displaced to the leftmost position within the cylinder section when no hydraulic pressure is acting within the cylinder section 78.

Piston 7800 There is a notch 10 above the middle part of the cylindrical wall part.
6 is provided, and this notch is adapted to engage with the timing plate 108 when the piston 80 is located at the rightmost position in the cylinder section by the hydraulic pressure supplied to the cylinder section 78 via the oil passage 84. . Timing plate 10th.

As shown in FIG. 8, it is rotatably supported on a shaft 110 attached to the rocker arm 48a.

The timing plate 108 is configured so that it can slide in a groove 112 provided on the upper outside of the cylinder portion 78 and can be engaged with the right end portion of the piston 80 in FIG. 6 and the notch 106. is configured to be biased in the piston engaging direction (clockwise in FIG. 8) by a spring 114, and pressed from below by a timing cam follower 116 having a substantially cylindrical shape.The timing cam follower 116 is The timing cam 118 is formed by scraping a part of the outer circumferential surface of the rocker shaft 46 along the circumferential direction, and is configured to follow the swinging of the rocker arm 48a. In a state where the lift of the cam 44a is at or near the maximum (the lift of the cam 44a is at or near the maximum), the fertile shaft 44 is slid greatly outward in the radial direction of the shaft 46, and the above-mentioned timing In response to this radially outward sliding, the plate 108 is rotated counterclockwise in FIG. It is designed so that the engagement with the piston 80 is released.

Supply oil path 86. The hydraulic pressure supplied to and discharged from the actuator 82 through the oil passage 84 is controlled by a hydraulic pressure supply control means interposed in a first oil supply passage, which will be described later, and which communicates with the oil passage 62 at the end of the rocker shaft 46. A certain first hydraulic switching valve 1
The supply and discharge are controlled by switching operation of "+6 (OCV-1)".

The operation of the valve actuation stop mechanism of the rocker arm 48a having the above structure will be explained with reference to FIGS. 9(a) to 9(d). In the first part (a) to FIG. 9 (dl), the structure is shown more schematically than in FIGS. 6 to 8 so that the operating principle can be more clearly understood.

When hydraulic pressure is not supplied to the actuator 82 due to the switching operation of the first hydraulic pressure switching valve 136.

As shown in Fig. 9 (al), the piston 8o is connected to the spring 1
Due to the suppressing force of 05, the upper end of the plunger 88 engages with the stopper 94 when the plunger 88 is located at the leftmost position, and the sliding of the plunger within the cylinder 68 is thereby stopped and the main intake valve 24a can be operated. The main intake cam 44
When the rocker arm 48a swings due to the cam lift at step a, the plastic jaw 88 opens the main intake valve 24a. In this state, the timing plate 108 and the right end portion of the piston 8o can engage with each other. Next, from this state, hydraulic pressure is supplied to the actuator 82.

The piston 8o is pushed to the right by the same oil pressure, but as shown in FIG. Since the piston 80 continues to maintain a state in which it can be engaged with the right end portion of the piston 8o, the piston 80 does not slide to the right.

Next, when the cam lift occurs and reaches the maximum value or near it, it will be shown in Fig. 9(b). The rocker A48a swings and the raming cam follower 116 follows the timing cam 118 and slides largely outward in the radial direction of the rocker shaft 46, so that the timing pre=-) and the raming cam follower 116 move upward (the eighth Piston 80 (rotated counterclockwise in the figure)
The piston loses its engagement with the right end, and the piston slides to the right due to hydraulic pressure. However, in this state, the cam lift occurs as described above, and the rocker arm 48a swings, causing the plunger 8
8 is in pressure contact with the stopper 94, the stopper 94 cannot slide due to the frictional force caused by this pressure contact, and the piston 80 slides by the dimension of the gap S provided at the connection part with the stopper, and the right end thereof and timing plate 108
This is the position where the two do not engage. Then the above cam riff)
When the process is completed, the stopper 9 is released as shown in FIG. 9(c).
4 is released from the pressure contact state with the plunger 88 and becomes slidable, and as the piston 80 moves rightward due to hydraulic pressure, the stopper moves rightward in the elongated hole 92, and the plunger 8
An arcuate space 96 will be located at the upper end of 8. In this state, the blank layer 88 is free to slide within the cylinder 68, and the main air valve 24. a is deactivated.

Stay closed. At this time, when the cam lift of the main intake cam 44a is not occurring, the timing cam 10B engages with the notch 1o6 of the piston 8o.

Next, from the valve operation stop state shown in FIG. 9(c), in order to operate the main intake valve 24a, the hydraulic pressure switching valve is operated to discharge the hydraulic pressure in the actuator 82.
05 pushes the piston 8o to the left, but during the period when cam lift is not occurring, the timing play) 108 is engaged with the notch 106 of the screw), so the piston 8o slides to the left. I can't do it. When the cam lift occurs and reaches the maximum value or near it, Fig. 9 (
As shown in d), the engagement between the timing plays 1 and 10B and the notch 106 of the piston is disengaged, so the piston 80 is moved to the left by the pressing force of the spring 105. However, in this state, the plunger 88 slides upward in the cylinder 68 due to the swinging of the rocker arm 48a and closes the elongated hole 92 before the engagement is disengaged, so the stopper 94 cannot slide and the stopper 94 cannot slide.

The stone 80 slides by the size of the gap S provided in the connection portion with the stopper, and reaches a position where the notch 106 and the timing plate 108 do not engage.

After that, when the cam lift is completed, the upper end of the plunger 88 is positioned below the elongated hole 92 and the stopper 94 becomes slidable, so the piston 80 and the stopper 94 move to the left by the biasing force of the spring 105. The stopper is in a state in which it can come into contact with the upper end of the plunger 88, that is, the plunger is in a state in which sliding within the cylinder 68 is stopped. As a result, a cam lift of the main intake cam 44a occurs and the rocker arm 48a swings, causing the plunger 88 to open the main intake valve 24a.

The valve operation stop mechanism having the above-described structure includes not only the rocker arm 48 &, but also the rocker arms 48 d and 56 a that are swingably supported on the first rocker shaft 46 .

5Sd, and the supply and discharge of hydraulic pressure to the not-illustrated actuators of these rocker arms is performed by the first hydraulic pressure switching valve as in the case of the actuator 82 of the rocker arm 48a.

In addition, each sub-intake valve 26 a, 26 b, 26 c, 26
Each rocker arm 52a, 52b, 52 for d
A rocker arm 48a and a cough valve operation stop mechanism are also formed in the rocker arms 52a, 52b, and 52d.
2c.

Similarly to the tenth rocker shaft 46, an oil passage 59 extending in the axial direction is formed in the second rocker shaft 51 which swingably supports the rocker arm 52d, and hydraulic pressure is supplied from the oil passage 59 to the actuator (not shown) of each rocker arm. is supplied and discharged, and the supply and discharge control of this hydraulic pressure is performed by a second hydraulic pressure switching means, which is a hydraulic pressure supply control means, interposed in a second oil supply passage, which will be described later, and which is communicated with the oil passage 59. This is done by switching valve 137 (OCV-2). However, the rocker arm 5 for each sub-intake valve
The valve operation stop mechanisms formed at 2a, 52b, 52c, and 52d enable the valve to operate when hydraulic pressure is supplied to the actuator, and stop the valve operation when the hydraulic pressure is discharged. This valve operation stop mechanism is connected to the rocker arm 5.
2a will be described as an example with reference to FIGS. 10 and 11. In addition, in FIGS. 10 and 11, the 6th
The same members or members having substantially the same functions as the valve operation stop mechanism described using the figures to FIG. 9 are designated by the same reference numerals, and detailed explanation thereof will be omitted. The oil passage 59 communicates with the cylinder portion 7B of the actuator 82 via a radial supply oil passage 120 formed in the second rocker shaft 51 and an oil passage 122 formed in the rocker arm 52a. The stopper 94 has an arcuate space 96 that is slightly larger than the outer diameter of the plunger 88 near its left end, that is, near the tip of the leg inserted into the elongated hole 92. The distance between the inner edges is set to be approximately equal to the inner diameter of the plunger 88. Also piston 8
A gap S exists and surrounds the stopper 94 and the rond 100 (piston 80).
) are connected with a gap S therebetween. The above connecting member 1
02 is formed into a cylindrical shape with a square cross section perpendicular to the sliding direction of the piston 80.

The valve operation stop mechanism formed on the rocker arm 52a is such that a stopper 940 and an arcuate space 96 are positioned at the upper end of the plunger 88 when hydraulic pressure is not supplied to the actuator 82 depending on the operating state of the second hydraulic switching valve 137. When the plunger is enabled to slide within the cylinder 68, the operation of the sub-intake valve 26a is stopped, and hydraulic pressure is supplied to the actuator 82, the upper end of the plunger 88 and the leg of the stopper 94 come into contact. If possible, the plunger will stop sliding within the cylinder 68! 1. The sub-intake valve 26a is operated.

As shown in FIG. 12, the first oil supply passage 132 whose one end communicates with the oil passage 62 and the second oil supply passage 133 whose one end communicates with the oil passage 59 have their respective other ends. The merging oil supply passage 134 communicates with the downstream side of the main passage 130 where the oil pump 135 is installed, which supplies lubricating oil to each lubricating system (not shown) of the engine. The first oil supply passage 132 and the second oil supply passage 133 are provided with the aforementioned first hydraulic switching valve 136 and second hydraulic switching valve 167, respectively, and the second confluence oil supply passage 134 is provided with the aforementioned oil pump. 1st degree second oil supply path 13 from the 165 side
2, 133 side, that is, a first check valve 138° that allows oil to flow only from the upstream side to the downstream side; and the pressure booster pump 139. A second check valve 140 and a pressure accumulator 141 that allow oil to flow only from the upstream side to the downstream side are sequentially arranged from the upstream side to the downstream side. Each hydraulic pressure switching valve 136, 137 is fitted in the unung 142, 143, and the solenoid 144
．． Valve bodies 146, 147, . Hydraulic boat 148°149 and atmospheric boat 150 whose communication is controlled by the sliding of the same valve body
, 151 and supply ports) 152, 153, the hydraulic boats 148, 14.9 are each connected to the combined oil supply path 134, and the atmospheric boats 150, 151 are each open to the atmosphere, that is, the oil pan (not shown) of the engine. The supply boats 152 and 153 are connected to the oil passages 62 and 153, respectively.
It is connected to 59. The solenoids 144 and 145 are energized and de-energized by a computer CK, which is a control means that detects the operating state of the engine and outputs an output according to the detection result. By the way, in the hydraulic switching valve 136 (ocV-1), when the solenoid 144 is energized, the valve body 146 closes the atmospheric port 150, communicates the hydraulic boat 148 and the supply boat 152, and the solenoid 144 is de-energized, the valve body 146 closes the hydraulic boat 148, and the atmospheric boat 15o and the supply boat 152
It is designed to communicate with the

On the other hand, in the hydraulic switching valve 137 (OCV-2).

When the solenoid 145 is energized, the valve body 147
closes the hydraulic boat 149 and connects the atmospheric boat 151 and supply boat 153. When the solenoid 145 is de-energized, the valve body 147 closes the atmospheric boat 151 and connects the hydraulic boat 149 and the supply boat 156. It is designed to allow communication. The pressure booster pump 139 has pi,
The piston 154 has a piston 154 and a spring 155 that urges the piston downward in FIG. The oil pressure of the oil pump 135 is increased by sliding. The pressure accumulator 141 has a main body 158. A pressure accumulating chamber 159 formed in the main body has a piston 160 disposed within the pressure accumulating chamber and a spring 161 that biases the piston in a direction to reduce the volume of the pressure accumulating chamber 159, that is, to the right in FIG. There is. Maximum effective volume vo of pressure accumulation chamber 159
is the sum of the operating volumes of the actuators provided in the rocker arms 488° 48 d, 56 a, and 56 d provided with valve operation stop mechanisms, and the rocker arms 52'a, 52 b, and 52 c provided with valve operation stop mechanisms.

52d is set larger than the sum of the working volumes of the actuators provided in the actuator 9. For example, if the working volume of each actuator is 2 cc, then ■. is preferably set to about 1 occ. Also, the biasing force of the spring 161 is caused by the valve bodies 146 and 147 being hydraulic ports) 148 and 149, respectively.
When the valve body 1 is closed, it is sufficiently compressed by the discharge pressure of the pressure booster pump 159 to ensure a volume of 8iVo, and the valve body 1
46 and 147, when one valve body connects the corresponding hydraulic boat to the corresponding supply boat, the pressure accumulator 15
The lubricating oil of No. 9 is quickly supplied to the cylinder portion of each actuator. Furthermore, a first bypass passage 162 communicates with the oil passage 62, and a second bypass passage 163 communicates with the oil passage 59, and these bypass passages merge at their respective ends. 7+ Ipass passage 164 is an oil passage 165 that supplies lubricating oil to the journal portion of the camshaft 42 (not shown) and a throttle valve 1.
66 to the upstream side of the intervening position of the check valve 138 of the confluence oil supply path 134. Bypass passage 162, 16
3, there are oil passages 62°5 from the confluence oil supply passage 164, respectively.
A third check valve 167 that allows oil to flow only to
A check valve 168 is provided. A hydraulic pressure lower than the discharge pressure of the oil pump 135 is supplied to the merging bus passage 164 via a throttle 166, and the first. When the second hydraulic pressure switching valves 136 and 137 communicate the supply ports) 152 and 153 with the atmospheric ports) 150 and 151, the above-mentioned hydraulic pressure changes to the first hydraulic pressure. Bypass passage 162.163. through second check valve 167.1.1S8. Even if the oil flows through the oil passages 62, 59 and the oil supply passages 132, 133 and acts on the piston 80 of the actuator 82 of each rocker arm,
Ru. Note that this oil pressure is applied to the throttle 166 and the check valve 167.
16B, the oil pressure is set to a low level that does not operate the piston of the actuator.

Next, refer to FIGS. 1 and 2 for the intake and exhaust systems of the engine connected to each of the intake and exhaust boats (in other words, each main intake port) 20a, 20b.

20c, 2. Od is connected to the main throttle valve 2 through the intake manifold 202 from each cylinder head side opening.
04 and a main intake passage 208 in which a fuel injection device 206 is installed upstream thereof, and this main intake passage communicates with the outside air via a cylindrical first air cleaner 210. Therefore.

Each main intake port 20a, 20. Air-fuel mixture is supplied to each combustion chamber from b, 20c, and 20d. In this main intake passage 208, the first air cleaner 2
An air flow sensor (not shown) is disposed inside 10,
Air i+1 taken in through the first F-cleaner 210
is split 11 and becomes L5. The detection result of this air flow sensor is input to the computer CK and used as a take when calculating the fuel injection amount of fuel injection amount #206.

In addition, in Figures 1 and 2, each sub-intake port 1.22
a, 22 b, 22 c, and 22 d are sub-intake pipes 240 a at the other side openings of the cylinder head, respectively.

It is connected to one end of 240b, 240c, and 240d.

The other end of each sub-intake pipe opens into the surge tank 242, respectively. The surge tank 242 is the sub-throttle valve 2
44 is interposed therein, and is further opened to the atmosphere via a second air cleaner 248.

The sub-throttle valve 244 is connected to the main throttle valve 204 via an interlocking cable 252, and both the main and sub-throttle valves 204, 244 are connected via a throttle wire 254 in response to the amount of depression of an accelerator pedal (not shown). Forced to rotate. However, the main throttle valve 204 is
In response to the accelerator pedal moving from the idling position to the maximum depression position, the sub-throttle valve 244 rotates from the fully closed position (idling position) to the fully open position.
teeth.

While the accelerator pedal moves from the fitting position to the set intermediate depressed position, that is, while the main throttle valve 204 rotates from the fully closed position to the set halfway open position, it is in the fully closed position, and the accelerator pedal is in the fully closed position. Move from the intermediate depression position to the maximum depression position (i.e. the main throttle valve 204
is rotated from the fully closed position to the fully open position in response to the rotation from the half-open position to the fully open position.

Furthermore, each exhaust port 28a, 28b, 28c.

28d communicates with an exhaust manifold 256 at a side opening of the cylinder head, and communicates with the outside air via an exhaust pipe 258. The exhaust manifold 256 is the intake manifold 202
The main intake passage 208 is formed in partial contact with the intake manifold, so that the intake air guided to the intake manifold via the main intake passage 208 is heated by the exhaust gas.

By the way, each solenoid 144, 14 of the above-mentioned hydraulic switching valve 136, 137 controls the fuel injection amount.
The computer C, which is an actuator control means for controlling energization and de-excitation of the engine 5, includes a water temperature sensor 01 that detects the temperature of the engine cooling water, and a water temperature sensor 01 that detects the intake pressure downstream of the main throttle valve 204 installed position in the engine intake passage 208. Pressure sensor 302 for detection. Opening sensor 6o6 for detecting the opening of the main throttle valve 204. A rotation speed sensor 604 that detects the engine rotation speed. A transmission switch 306 that detects that the gear position of the transmission is in a low gear position (e.g., P-gear position) or a reverse position, and a cranking state of the engine (i.e., a state in which the starter motor is operating).
The detection results of the cranking switch 307 are inputted, and the computer C switches the hydraulic switching valve 1' to execute the following three valve operating states based on these input signals. 36,137 started to be controlled. By the way, what are the three types of valve operating states mentioned above?

X... Main intake valves 24b, 24c, exhaust valve 30b.

Only 30c operates Y--All main eyes-air valves 24 a, 24 b, 24
c.

24d and all exhaust valves 30a, 3. Ob.

30c and 30d are activated (all auxiliary intake valves are not activated) z...All main intake valves 24a, 24b, 24c+24
d All sub-intake valves 26a, 26b.

26c, 26d and all exhaust valves 30a.

30 b, 30 c, and 50 d are active. Here, the manner in which the computer C sets the valve operating state in response to each input signal will be explained using the flowchart of FIG. 13. The program shown in Fig. 13 is executed using an interrupt signal at each set time as a trigger.
1, the detection results of the above-mentioned sensors 301 to 307 are read, and then, in A-2, the detection results of the cranking switch 307 and the rotation speed sensor 3 are read.
Based on the detection result of 04, it is determined whether or not it is time to start the ennon. That is, in A-2, cranking switch 3
07 is turned on (that is, the starter motor operates), or the engine rotation speed becomes the first set rotation speed (for example, 3oor
m) or less, it is determined that it is time to start, and the process proceeds to A-11.

In A-11, the solenoid 14 of the first hydraulic switching valve 136
4 is de-energized, solenoid 14 of the second hydraulic switching valve 137
A control signal is output from the combicoater C' so that 5 becomes excited, instructing execution of the above-mentioned valve operating state Y, and 1 is input to the address () of the RAM of the computer C in A-14. Then the program ends.A-2 is again at 1.9.

If it is determined that the cranking switch 307 is off and the engine speed is equal to or higher than the first set rotation speed, the process proceeds to A-5. In A-3, rotation speed sensor 3o4. Pressure sensor 3o2. Based on the detection result of the opening sensor 303, it is determined whether the ennon is being operated at high speed. That is, in A-3, pressure sensor 6o2. Opening sensor 30
Based on the detection result of one of the three, the engine
It is determined whether the engine is being operated at a low load below the set load level (for example, 250 Or
If it is determined that the engine is operating at a high load that is equal to or higher than the first set load level, or if it is determined that the engine is operating at a high load that is equal to or higher than the first set load level, based on one of the above-mentioned detection results, and 302. Based on the detection result of the other opening sensor 303 and the detection result of the rotation speed sensor 604.

The engine speed is set according to the load level (this set speed is set below the second set speed mentioned above, and is set to gradually decrease as the load level increases). ) If it is determined that the engine is being operated at high speed, the process proceeds to A-13, where the solenoid 144 of the first hydraulic switching valve 136 is de-energized and the second hydraulic switching valve 137 A control signal is output from the computer C so that the solenoid 145 is de-energized, instructing execution of the above-mentioned valve operating state Z, and 2 is then input to the above-mentioned address K at A-16, and the program is terminated. .

Further, if it is determined in A-3 that the engine is not being operated at high speed, that is, during low load operation, the engine rotational speed is equal to or lower than the second rotational speed.

A-4 if the engine speed is determined to be lower than the speed set according to the load level during high load door operation.
leading to. At A-4, it is determined whether or not the engine has finished warming up based on the detection result of the water temperature sensor 301. That is, in A-4, if the temperature of the Ennon cooling water is below the warm-up end set temperature (for example, 70°C), it is assumed that the warm-up has not been completed, and the process goes to A-11, instructing execution of the above-mentioned valve operation state Y. On the other hand, if the temperature of the engine cooling water exceeds the warm-up end set temperature, it is determined that the warm-up has been completed and the process proceeds to A-5. At A-5, it is determined whether the engine temperature (particularly the lubricating oil temperature) is high based on the detection result of the water temperature sensor 301.

That is, in A-5, when the dllj degree of the engine cooling water is equal to or higher than the first set temperature (for example, 110°C), the engine temperature is determined to be high and the process reaches A-6.

In A-6, it is determined whether the engine speed is in the low speed range i1 based on the detection result of the speed sensor 604, and the engine speed is set to a third set number of times (for example, 100
0rl'll) or below, A-11 is reached and execution of the above-mentioned valve operating state Y is instructed. That is, in A-5 and A-6, the valve operation stop mechanism formed in each rocker arm is activated based on the viscosity state of the lubricating oil detected from the temperature state and rotation speed state of the engine and the discharge pressure of the pressure booster pump 139. This means that it is determined whether or not the pressure state of the lubricating oil supplied to the hydraulic actuator is extremely low. A if it is determined
-11. In addition, if it is determined in A-5 that the temperature of the engine cooling water is less than the first set temperature, and if it is determined in A-6 that the engine speed is higher than the sixth set speed, It is determined that the pressure state of the lubricating oil supplied to the hydraulic actuator is not extremely low, and the process proceeds to A-7. A-
At step 7, it is determined whether the engine is in a partial cylinder operating state based on the detection result of either the pressure sensor 302 or the opening sensor 603 and the detection result 1 of the transmission switch 606.

That is, in A-7, the pressure sensor 302 or the opening sensor!
According to the detection result of I0B, the engine is being operated at a low load that is lower than the second set load level.

In addition, based on the detection result of the transmission switch 606, when the gear position of the transmission at that time is not in the low gear position or the reverse position, it is determined that the engine operating state is in the partial cylinder operating state, and the process reaches A-3. On the other hand, if the detection result of the pressure sensor 02 or the opening sensor 03 indicates that the engine engine β is in a high position higher than the second set load level or in a backward position, it is determined that the engine operating state is not in the partial cylinder operating state. A
-11, and execution of the above-mentioned valve operation state Y is instructed. At A-8, it is determined whether the valve operating state instructed at A-11, A-12, or A-13 in the previous program execution is X (ie, partial cylinder operation). That is, in A-8, during the previous program execution A-14, A-15 or A-16 was used at address K
It is determined whether the value input to A-15 is 0 or not, and if the address K is 0, A-1
2. At A-12, a control signal is output from the computer C so that the solenoid 144 of the first hydraulic switching valve 136 is energized and the solenoid 145 of the second hydraulic switching valve 167 is energized, and the above-mentioned valve operating state X is executed. Then, at A-15, 0 is input to the 7th address K of the RAM, and the program is terminated. Also, if it is determined in A-8 that the value input to address K is not 0, that is, partial cylinder operation has not been instructed by the previous program execution (valve operation state Y has been instructed).
In this case, it reaches A-9. At A-9, it is determined whether the engine temperature (particularly the lubricating oil temperature) is in a relatively high temperature state based on the detection result of the water temperature f3o+. That is, A-
In No. 9, when the temperature of the engine cooling water is higher than the second set temperature (for example, 105° C.), the engine temperature is determined to be in a relatively high temperature state, and A-10 is reached. In A-10, the rotation speed sensor 304 Based on the detection result, it is determined whether or not the engine speed is in a low speed range.

If the engine rotation speed is the fourth set rotation speed (e.g. +000 rpm)
m) In the following cases, execution of the above-mentioned valve operation state Y is instructed at A-11.

That is, in A-9 and A-10, the valve operation stop mechanism formed in each rocker arm is activated based on the viscosity state of the lubricating oil and the discharge pressure of the pressure booster pump 139 detected from the temperature state and rotation speed state of the engine. This means that it is determined whether the pressure state of the lubricating oil supplied to the hydraulic actuator is relatively low, and if it is determined that the pressure state is relatively low. The pitch is set so that it reaches A-11. In addition, when it is determined in A-9 that the temperature of the cooling water of one engine is less than the second set mixed layer temperature, and when it is determined in A-10 that the engine speed is higher than the fourth set speed, It is determined that the pressure state of the lubricating oil supplied to the hydraulic actuator is not relatively low, and the process reaches A-12, and execution of the above-mentioned valve operation state X is instructed.

According to the above configuration, No in FIG. 16 A-2.

In the operating state where the determination is No in A-3 and YES in A-4, when the oil pressure of the lubricating oil supplied to the hydraulic actuator of the valve operation stop mechanism is relatively high, the determination in A-7 is NO. When the first hydraulic switching valve 1
36 solenoids 144 are de-energized, which causes rocker arms 48 a, 48 d, 56 a, 56
Hydraulic pressure is not acting on each cylinder portion 78 of d, and each stopper 94 is in the locking position (
valve operating position). As a result, the valve operating state Y mentioned above is executed. When the determination of A-7 switches to Y and ES in this state, the solenoid 144 is energized,
As a result, hydraulic pressure acts on each cylinder portion 78, and each stopper 94 moves from the valve operating position to the non-engaging position with respect to the upper end of the plunger 88 (valve non-actuating position), and as long as the determination in A-7 is YES, this will continue. Maintain valve in non-actuated position. As a result, the valve operating state X described above is executed. Next, if the determination of A-7 is switched to No again from this state, the solenoid 144 is de-energized, thereby eliminating the hydraulic pressure acting on each cylinder part 78, and each stopper 94
moves from the valve non-operating position to the valve operating position, and the valve operating state switches from X to Y.

Next, as a result of the determination in A-7, the oil pressure of the lubricating oil supplied to the hydraulic actuator switches from a relatively high state to a relatively low state while the valve operating state Y is being executed, and after this, A- Discrimination of 7 + l1li results from NO to YE
In the case of SK switching, A-8 is No, A-9
, 'A-10 is determined as YES, so that at this time, no oil pressure is applied to each cylinder portion 7B, and accordingly, Y continues without the valve operating state being switched from Y to XiC.

Furthermore, as a result of the determination in A-7, when the oil pressure of the lubricating oil supplied to the hydraulic actuator changes from a relatively high state to a relatively low state while the valve operating state X is being executed, this switching occurs. YES in A-8 immediately before and after
Since this continues to be determined, hydraulic pressure continues to act on the cylinder portion 78, thereby continuing the valve operating state X. Next, from this state (state where the oil pressure is relatively low), the determination of A-7 is from YES to N.

When switching to , the hydraulic pressure acting on each cylinder portion 78 is removed, and the valve operating state is switched from X to Y.

From this state, A-7 is again determined from NO to YES.
, No, A at A-8.

This is because YES is determined in -9 and A-10.

At this time, without hydraulic pressure acting on each cylinder part 78,
Valve operating state Y therefore continues.

Furthermore, if the oil pressure of the lubricating oil supplied to the hydraulic actuator becomes extremely low and a state is reached where a YES determination is made in each of Figure 16 A-5 and 8-6, the determination result in A-7 will be ignored. Each cylinder part 7
8 is stopped, and valve operating state Y is implemented.

Therefore, even if the oil pressure of the lubricating oil supplied to the hydraulic actuator is relatively low and the driving force of the piston 80 due to this oil pressure is in an operating state where it should be switched to the position compared to the biasing force of the spring 105, the oil does not flow into the cylinder portion 78. Since the stopper 945 does not move and the stopper 945 does not move, the stopper 94 and the flange 88 do not engage in an incomplete position, which prevents abnormalities that may lead to damage to the engaging portions of the stopper 94 and the plunger 88. This has the effect of preventing high stress and noise from occurring.

Furthermore, if the oil pressure of the lubricating oil supplied to the hydraulic actuator is extremely low, and this oil pressure makes it difficult to resist the biasing force of the spring 105 and hold the stopper 94 in the valve non-operating position, the cylinder The action of hydraulic pressure on section 78 is stopped.

Since the stopper 94 quickly moves to the valve operating position, the stopper 94 and the plunger 88 will not engage in an incomplete position, and the same effect as described above can be achieved.

In the above embodiment, the water temperature sensor 301 and the rotation speed sensor 304 were used to detect the oil pressure of the lubricating oil supplied to the hydraulic actuator.

When detecting the oil pressure, an oil mud sensor is provided to detect the temperature of the lubricating oil, and the oil pressure is detected from the detection result of this oil temperature sensor and the detection result of the rotation speed sensor 04. You can do it again.

Oino? - A hydraulic sensor is provided to detect the pressure of oil on the upstream side of the first check valve 138 from the pump 135 to the booster pump 169, and the detection result of this hydraulic pressure sensor is combined with the detection result of the water temperature sensor 601 or the oil temperature sensor. The system may be configured to detect the oil pressure of lubricating oil supplied to the hydraulic actuator from the hydraulic actuator.

A configuration may also be adopted in which a bondion sensor is provided to detect the position of the piston 160 of the pressure accumulator 141, and the oil pressure of the lubricating oil supplied to the hydraulic actuator is detected from the detection result of the bondion sensor.

Further, in the above embodiment, British Patent No. 2o75118A No. 6
As shown in the figure, a removable stopper is provided between the plunger and the plunger arm that constitutes the transmission member of the valve system, and the stopper is driven by a hydraulic actuator to move the valve 1-valve. Although a device for switching between activation and deactivation has been shown, the present invention is directed to a valve train rotocar as shown in FIG. 7 or 8 of JP-A-54-153919.
Needless to say, the present invention is also applied to a case where the fulcrum position of 1z'4 is moved to a hydraulic actuator, thereby switching between activation and deactivation of the poppet valve.

Further, in the above embodiment, a hydraulic actuator in which hydraulic pressure acts only on one side of the piston 80 is shown, but the present invention includes a hydraulic actuator having pressure chambers on both sides of the piston, and in which hydraulic pressure is applied to one pressure chamber. Needless to say, the present invention can also be applied to a valve operation stop mechanism in which the valve is deactivated when the pressure chamber is activated, and the valve is activated when hydraulic pressure is applied to the other pressure chamber.

[Brief explanation of drawings]

Fig. 1 is a plan view showing an embodiment of an automobile engine equipped with a valve operation stop mechanism according to the present invention, Fig. 2 is a sectional view of the engine shown in Fig. 1, and Fig. 3 is a combustion chamber shown in Fig. 1. 18b (18
c), FIG. 4 is a sectional view of the combustion chamber 18a (1) in FIG.
8d). FIG. 5 is another sectional view of the combustion chamber 18b (18c) in FIG.
The figure is a sectional view taken along the line ■-■ in FIG. Fig. 8 is a sectional view taken along the line ■-■ in Fig. 7, Fig. 9 is an explanatory diagram of the operation of the p-tsuka arm, and Fig. 10 is the p-tsuka arm j.
A partial sectional view of 52a, FIG. 11 is taken along the line XI-X in FIG.
12 is a schematic diagram showing a hydraulic pressure supply system for supplying hydraulic pressure to the P-tsuka arm, and FIG. 13 is a flowchart of the operation according to the above embodiment. 10...Engine. 18a, 18b, 18c, 18d = combustion chamber. 24a, 24b, 24c, 24d--main intake valve. 26a, 26b, 26c, 26d - secondary intake valves. 30a, 30b, 30c, 30d = exhaust valves. 4t! S, 51... - Tsuka axis. 48 a, 48 b, 48 c, 48 d, 52 a. 52b, 52c, 52d, 56a, 56b. 56 c, 56 d-q Tsuka 7-1゜5'9. '62...oil passage, 82...actuator. 8th... Plunger, 94... Stopper. 105...Spring. 132.133...Oil supply path. 164... Merging oil supply path, 135... Oil pump. 116.137...Hydraulic switching valve. 139... Pressure booster pump, 141... Pressure accumulator. 162.163...Bypass passage. 164... Merging bypass passage. 166...Aperture. 167.168...Check valve. 301...Water temperature sensor. 304...Rotation speed sensor', shi-' Figure 3

Claims (1)

[Scope of Claims] A valve operation stopper +1M that stops the operation of the intake and exhaust valves of the engine according to the operating state, selectively switching between the operation and the operation stop of the intake and exhaust valves according to the supplied oil pressure. a hydraulic actuator, a hydraulic pressure supply means for supplying hydraulic pressure to the hydraulic actuator, and a hydraulic pressure supply control means for controlling the supply of hydraulic pressure to the hydraulic actuator by the hydraulic pressure supply means. Hydraulic pressure drop detection means for detecting a reduced state of the oil pressure supplied to the hydraulic actuator, when the oil pressure drop detection means detects the reduced state of the oil pressure. Switching between activation and deactivation of the intake and exhaust valves by the hydraulic actuator is stopped. Valve operation stop 1- characterized in that it is equipped with a seven-actuator control means for supplying a control signal to the hydraulic pressure supply control means.
Mechanism control device "q"