JPS6143218A - Valve control device of engine - Google Patents
Valve control device of engineInfo
- Publication number
- JPS6143218A JPS6143218A JP59164408A JP16440884A JPS6143218A JP S6143218 A JPS6143218 A JP S6143218A JP 59164408 A JP59164408 A JP 59164408A JP 16440884 A JP16440884 A JP 16440884A JP S6143218 A JPS6143218 A JP S6143218A
- Authority
- JP
- Japan
- Prior art keywords
- valve
- intake
- control device
- supercharge pressure
- lift distance
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/18—DOHC [Double overhead camshaft]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、エンジンにおけるバルブ制御装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a valve control device for an engine.
とくに本発明は、吸気系に過給機を備えたエンジンにお
けるバルブ制御装置に関する。In particular, the present invention relates to a valve control device for an engine equipped with a supercharger in the intake system.
（従来技術）
過給機を備えたエンジンにおいては、吸気温度および吸
気圧力が上昇するためノッキング等の異常燃焼を起こし
易い運転条件を生じることになる。(Prior Art) In an engine equipped with a supercharger, the intake air temperature and intake pressure increase, resulting in operating conditions where abnormal combustion such as knocking is likely to occur.
従来は、過給エンジンにおける異常燃焼を防止する対策
として、特定の運転領域で燃料増量を行なっていた。た
とえば、特開昭５７−２００６３８号には、従来技術と
して、圧力スイッチにより過いる。また、この公開特許
公報では圧力スイッチを用いる従来技術の欠点を指摘し
て、吸入空気量とエンジン回転数の比がある値を越えた
とき燃料増量を行なうことを提案している。Conventionally, as a measure to prevent abnormal combustion in supercharged engines, the amount of fuel has been increased in specific operating regions. For example, Japanese Patent Laid-Open No. 57-200638 discloses a pressure switch as a prior art. Furthermore, this patent publication points out the shortcomings of the conventional technology using a pressure switch and proposes increasing the amount of fuel when the ratio of the intake air amount to the engine speed exceeds a certain value.
（発明が解決しようとする問題点）
上述した従来技術では、ノッキング等の異常燃焼を防止
するために、燃料増量を行なっているため、燃料消費量
が増大する、という問題がある。(Problems to be Solved by the Invention) In the above-described conventional technology, since the amount of fuel is increased in order to prevent abnormal combustion such as knocking, there is a problem that fuel consumption increases.
したがって、本発明は、過給エンジンにおけるノンキン
グ等の異常燃焼を防止するための新規で有効な手段を提
供することを目的とする。Therefore, an object of the present invention is to provide a new and effective means for preventing abnormal combustion such as non-king in a supercharged engine.
（問題点を解決するための手段）
本発明は、上記問題を解決するため、過給機を備えたエ
ンジンにおいて、吸気バルブの開弁タイミングおよびリ
フト量の一方または両方を可変とし、過給圧が所定値を
越えたとき吸気バルブの開弁タイミングを遅らすか、リ
フト量を減少させることにより有効開口量を減少させる
制御手段を設けるものである。(Means for Solving the Problems) In order to solve the above problems, the present invention, in an engine equipped with a supercharger, makes one or both of the opening timing and the lift amount of the intake valve variable, and boosts the supercharging pressure. A control means is provided to reduce the effective opening amount by delaying the opening timing of the intake valve or reducing the lift amount when the intake valve exceeds a predetermined value.
（作用）
本発明においては、過給圧が所定値を越えたとき吸気バ
ルブの有効開口量を減少させることにより、吸気の過充
填が防止されるとともに、吸気の吸入速度も速められる
ため、ノンキング等の異常燃焼が防止できる。(Function) In the present invention, by reducing the effective opening amount of the intake valve when the boost pressure exceeds a predetermined value, overfilling of intake air is prevented and the suction speed of intake air is also increased. It is possible to prevent abnormal combustion such as
（効果）
本発明によれば、ノンキングが生じやすい運転状態を過
給圧により検知し、吸気バルブの有効開口量を減少させ
るようにしたので、従来のように燃料増量によりノンキ
ングを防止する手段に比べて燃料消費が少くなる、とい
う利点がある。(Effects) According to the present invention, since the operating condition where non-king is likely to occur is detected by the boost pressure and the effective opening amount of the intake valve is reduced, it is possible to prevent non-king by increasing the amount of fuel as in the conventional method. It has the advantage of lower fuel consumption.
（実施例）
第１図を参照すると、図示されたエンジンは、シリンダ
ボア１ａを存するシリンダブロック１と、該シリンダブ
ロック１の上部に取付けられたシリンダへソド２を有し
、シリンダヘッド２にはシリンダボア１ａに対応する位
置に燃焼室を形成するための凹部２ａが設けられている
。シリンダポア１ａ内にはピストン３が往復動自在に配
置されている。シリンダヘッド２には燃焼室２ａに開口
する吸気ボート４および排気ポート９が形成され、これ
らの吸気ボート４および排気ポート９はそれぞれ吸気通
路７および排気通路１０に接続されている。吸気ボート
４には吸気バルブ５が、排気ポート９には排気バルブ６
がそれぞれ配置され、吸気通路７には絞り弁８が設けら
れている。図示されたエンジンは、ターボ過給４ａ３０
を備えており、このターボ過給ａ３０は、排気通路１０
内に配置されて排気流により回転駆動される排気タービ
ン３１と、絞り弁８より上流側において吸気通路７内に
配置された圧縮機３２とからなり、タービン３１と圧縮
機３２とは軸３３により連結されている。また、吸気通
路７には、圧縮機３２により上流側にエアフローメータ
３４が配置され、吸気通路７を通る空気の流量を計測す
る。(Embodiment) Referring to FIG. 1, the illustrated engine has a cylinder block 1 having a cylinder bore 1a, a cylinder head 2 attached to the upper part of the cylinder block 1, and a cylinder head 2 having a cylinder bore 1a. A recess 2a for forming a combustion chamber is provided at a position corresponding to 1a. A piston 3 is arranged within the cylinder pore 1a so as to be able to reciprocate. An intake boat 4 and an exhaust port 9 that open into the combustion chamber 2a are formed in the cylinder head 2, and the intake boat 4 and exhaust port 9 are connected to an intake passage 7 and an exhaust passage 10, respectively. The intake boat 4 has an intake valve 5, and the exhaust port 9 has an exhaust valve 6.
are arranged respectively, and a throttle valve 8 is provided in the intake passage 7. The engine shown is a turbocharged 4a30
This turbo supercharging a30 is equipped with an exhaust passage 10.
The turbine 31 and the compressor 32 are connected to each other by a shaft 33. connected. Further, an air flow meter 34 is disposed in the intake passage 7 upstream of the compressor 32 to measure the flow rate of air passing through the intake passage 7.
吸気バルブ５を作動させるためにシリンダヘッド２内に
カム軸Ｉ２が設けられ、このカム軸１２にカム１３が形
成されている。カム１３に係合するようにカムフォロワ
１５が設けられ、このカムフォロワ１５は、カム軸１２
に平行にシリンダヘッド２内に配置された軸１４によっ
て揺動自在に支持されているカムフォロワ１５にはピン
１６によりアーム１８の一端が取付けられている。吸気
バルブ５はバルブステム５ａを有し、該ハルブステム５
ａの上端にはスプリングリテーナ２１が取付けられてお
り、該スプリングリテーナ２１とシリンダヘッド２との
間にバルブスプリングリング２２が配置されて、吸気バ
ルブ５ａを開弁方向に付勢する。A camshaft I2 is provided within the cylinder head 2 to operate the intake valve 5, and a cam 13 is formed on this camshaft 12. A cam follower 15 is provided to engage with the cam 13, and this cam follower 15 is connected to the cam shaft 12.
One end of an arm 18 is attached by a pin 16 to a cam follower 15 which is swingably supported by a shaft 14 disposed in the cylinder head 2 parallel to the cam follower 15 . The intake valve 5 has a valve stem 5a, and the intake valve 5 has a valve stem 5a.
A spring retainer 21 is attached to the upper end of a, and a valve spring ring 22 is disposed between the spring retainer 21 and the cylinder head 2 to bias the intake valve 5a in the opening direction.
アーム１８の自由端にはアジャストスクリュー１７が取
付けられ、該アジャストスクリューエフの先端がバルブ
ステム５ａの上端に係合している。An adjustment screw 17 is attached to the free end of the arm 18, and the tip of the adjustment screw 17 engages with the upper end of the valve stem 5a.
アーム１８の揺動支点を構成するためローラＩ９が設け
られる。このローラ１９は、軸２３に一端が固定された
アーム２４の他端側に取付けられており、アーム１８の
側縁１８ａに係合する。したがって、カムフォロワＩ５
がカムＩ３の作用により揺動させられたとき、アーム１
８はローラ１９を支点として揺動し、アジャストスクリ
ュー１７がバルブステム５ａを押して吸気バルブ５を開
閉作動させる。吸気バルブ５の最大開口位置すなわちバ
ルブリフトは、アーム１８の揺動支点となるローラ１９
の位置によって変化する。A roller I9 is provided to constitute a swinging fulcrum for the arm 18. This roller 19 is attached to the other end of an arm 24 whose one end is fixed to a shaft 23, and engages with a side edge 18a of the arm 18. Therefore, the cam follower I5
When the arm 1 is swung by the action of the cam I3, the arm 1
8 swings about a roller 19 as a fulcrum, and an adjustment screw 17 pushes the valve stem 5a to open and close the intake valve 5. The maximum opening position of the intake valve 5, that is, the valve lift, is determined by the roller 19, which is the swinging fulcrum of the arm 18.
It changes depending on the position.
アーム２４の軸２３には歯車２５が形成されており、該
歯車２５にはウオーム歯車２６が噛合う。A gear 25 is formed on the shaft 23 of the arm 24, and a worm gear 26 meshes with the gear 25.
ウオーム歯車２６は可逆モータ２７の出力軸に固定され
ており、該モータ２７よりウメー−ム歯車２Ｇを回転さ
せると歯車２５が回転し、アーム２４が揺動させられて
ローラ１９の位置が変化する。したがって、モータ２７
の作動によって、吸気バルブ５のリフト量を変化させる
ことができる。The worm gear 26 is fixed to the output shaft of a reversible motor 27, and when the motor 27 rotates the worm gear 2G, the gear 25 rotates, the arm 24 swings, and the position of the roller 19 changes. . Therefore, motor 27
The lift amount of the intake valve 5 can be changed by the operation.
モータ２７の作動を制御するため制御回路３５が設けら
れる。制御口ｌＲ３５には点火系からの点火信号が人力
される。点火信号は、エンジン回転数の演算に用いられ
る。また、吸気ｉ１）路７には絞り弁８より下流側に過
給圧センサ３６が設けられ、過給圧信号が制御回路３５
に入力される。制御回路３５は、入力信号に基づく演算
を行なって吸気バルブのリフトｆを決定し、出力をモー
タ駆動回路３７に与える。A control circuit 35 is provided to control the operation of motor 27. An ignition signal from the ignition system is manually input to the control port 1R35. The ignition signal is used to calculate the engine speed. Further, a supercharging pressure sensor 36 is provided in the intake i1) path 7 on the downstream side of the throttle valve 8, and a supercharging pressure signal is sent to the control circuit 35.
is input. The control circuit 35 performs calculations based on the input signal to determine the lift f of the intake valve, and provides an output to the motor drive circuit 37 .
第２図は制御回路３５の作動を示すフロルチャートであ
る。作動にさいしては、まず点火信号器こよりエンジン
回転数Ｎが演算され、次いで過給圧センサ３６からの過
給圧信号Ｐが読み込まれ、この過給圧信号Ｐは所定値Ｐ
。と比較され、過給圧信号Ｐが所定値より低いときは、
エンジン回転数Ｎに基づいて、高回転で大きく、低回転
が小さくなるようにバルブリフトｌＨｏが決定される。FIG. 2 is a flowchart showing the operation of the control circuit 35. In operation, first the engine speed N is calculated from the ignition signal, then the boost pressure signal P from the boost pressure sensor 36 is read, and this boost pressure signal P is set to a predetermined value P.
. When the boost pressure signal P is lower than the predetermined value,
Based on the engine rotation speed N, the valve lift lHo is determined so that it is large at high rotations and small at low rotations.
過給圧信号Ｐが所定値Ｐより大きいばあいには、過給圧
信号Ｐに基づいて、過給圧が高くなるほど小さくなるよ
うにバルブリフト量Ｉ。が決定される。When the boost pressure signal P is larger than the predetermined value P, the valve lift amount I is set based on the boost pressure signal P so that the higher the boost pressure becomes, the smaller the valve lift amount I becomes. is determined.
次いで、現在のバルブリフト量■が読み込まれるこれは
、モータ２７からのフィードバンク信号に基づいて行な
うことができる。その後、バルブリフト量」が演算され
たリフト量■。に等しくなるまでモータ２７が作動させ
られるよう、出力信号を発生する。The current valve lift amount ■ is then read in. This can be done based on the feedbank signal from the motor 27. After that, the valve lift amount is calculated as the lift amount■. An output signal is generated such that the motor 27 is operated until .
なお、本例は、吸気バルブのリフト量を制御する例であ
るが、吸気バルブの開弁タイミングを変化さセ°る機構
としては、公知の構造を採用することができる。たとえ
ば、吸気バルブ開弁用のカムを軸方向に形状が変化する
ような形状とし、該カムの軸方向位置を過給圧により制
御すればよい。Although this example is an example in which the lift amount of the intake valve is controlled, a known structure can be adopted as a mechanism for changing the opening timing of the intake valve. For example, the cam for opening the intake valve may have a shape that changes in the axial direction, and the axial position of the cam may be controlled by the boost pressure.
この方法によれば、吸気バルブのリフト量と開弁タイミ
ングを同時に変化させることも可能になる。According to this method, it is also possible to simultaneously change the lift amount and valve opening timing of the intake valve.
また、可変バルブタイミング機構としては、特公昭５２
−３５８１６号公報あるいは特公昭５２−３５８１９号
公報に記載したような構造を用いることも可能である。In addition, as a variable valve timing mechanism,
It is also possible to use a structure as described in Japanese Patent Publication No. 35816-35816 or Japanese Patent Publication No. 52-35819.
【図面の簡単な説明】
第１図は本発明の一実施例を示すエンジンの概略断面図
、第２図は制御回路の作動を示すフローチャートである
。
５・・・吸気弁、７・・・吸気通路、１３・・・カム、
１５・・・カムフォロワ、１８・・・アーム、１９・・
・ローラ、２５・・・歯車、２６・・・ウオーム歯車、
２７・・・可逆モータ、３５・・・制御回路、３６ ・
・過給圧センサ。
第１図
第２図BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic sectional view of an engine showing an embodiment of the present invention, and FIG. 2 is a flowchart showing the operation of a control circuit. 5... Intake valve, 7... Intake passage, 13... Cam,
15...Cam follower, 18...Arm, 19...
・Roller, 25...gear, 26...worm gear,
27... Reversible motor, 35... Control circuit, 36 ・
・Supercharging pressure sensor. Figure 1 Figure 2
Claims (4)
室との間に設けられた吸気バルブと前記吸気バルブの有
効開口量を変化させるバルブ制御機構と、前記吸気通路
に設けられ過給圧を検出する過給圧センサと、前記過給
圧センサにより過給圧が所定値以上になったことを検出
したとき前記吸気バルブの有効開口量を減少させるよう
に前記バルブ制御機構を作動させる制御手段とからなる
、エンジンのバルブ制御装置。(1) An intake passage provided with a supercharger, an intake valve provided between the intake passage and the combustion chamber, a valve control mechanism that changes the effective opening amount of the intake valve, and an intake passage provided in the intake passage. a boost pressure sensor that detects boost pressure; and a valve control mechanism configured to reduce the effective opening amount of the intake valve when the boost pressure sensor detects that the boost pressure has exceeded a predetermined value. An engine valve control device consisting of a control means for actuation.
ブ制御機構は吸気バルブの開弁タイミングを遅らす手段
からなるバルブ制御装置。(2) In the valve control device according to item (1), the valve control mechanism includes means for delaying the opening timing of the intake valve.
ブ制御機構は吸気バルブのバルブリフトを減少させる手
段からなるバルブ制御装置。(3) In the valve control device according to item (1), the valve control mechanism includes means for reducing the valve lift of the intake valve.
ブ制御機構は吸気バルブの開弁タイミングを遅らすとと
もにバルブリフトを減少させる手段からなるバルブ制御
装置。(4) In the valve control device according to item (1), the valve control mechanism includes means for delaying the opening timing of the intake valve and reducing valve lift.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59164408A JPH0674747B2 (en) | 1984-08-06 | 1984-08-06 | Engine valve controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59164408A JPH0674747B2 (en) | 1984-08-06 | 1984-08-06 | Engine valve controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6143218A true JPS6143218A (en) | 1986-03-01 |
| JPH0674747B2 JPH0674747B2 (en) | 1994-09-21 |
Family
ID=15792568
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59164408A Expired - Lifetime JPH0674747B2 (en) | 1984-08-06 | 1984-08-06 | Engine valve controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0674747B2 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62258119A (en) * | 1986-04-30 | 1987-11-10 | Mazda Motor Corp | Turbo supercharged engine |
| CN110513210A (en) * | 2018-05-22 | 2019-11-29 | 马自达汽车株式会社 | Design the method for the control logic of compression ignition formula engine and the control device of compression ignition formula engine |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57158908U (en) * | 1981-03-31 | 1982-10-06 |
-
1984
- 1984-08-06 JP JP59164408A patent/JPH0674747B2/en not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS57158908U (en) * | 1981-03-31 | 1982-10-06 |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS62258119A (en) * | 1986-04-30 | 1987-11-10 | Mazda Motor Corp | Turbo supercharged engine |
| CN110513210A (en) * | 2018-05-22 | 2019-11-29 | 马自达汽车株式会社 | Design the method for the control logic of compression ignition formula engine and the control device of compression ignition formula engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0674747B2 (en) | 1994-09-21 |
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