US20120234272A1 - Variable Valve Control Apparatus for Internal Combustion Engine - Google Patents

Variable Valve Control Apparatus for Internal Combustion Engine Download PDF

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Publication number
US20120234272A1
US20120234272A1 US13/421,267 US201213421267A US2012234272A1 US 20120234272 A1 US20120234272 A1 US 20120234272A1 US 201213421267 A US201213421267 A US 201213421267A US 2012234272 A1 US2012234272 A1 US 2012234272A1
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US
United States
Prior art keywords
negative pressure
intake
phase
variable valve
valve mechanism
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.)
Abandoned
Application number
US13/421,267
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English (en)
Inventor
Yukimori Sasaki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suzuki Motor Corp
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Suzuki Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Assigned to SUZUKI MOTOR CORPORATION reassignment SUZUKI MOTOR CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: SASAKI, YUKIMORI
Publication of US20120234272A1 publication Critical patent/US20120234272A1/en
Abandoned legal-status Critical Current

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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
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • 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

Definitions

  • the present invention relates to a control technique for operating accessories or a brake device, with use of intake negative pressure generated by an internal combustion engine.
  • the present invention relates to control of intake negative pressure for operating accessories or a brake device, in an internal combustion engine having a variable valve mechanism.
  • a brake booster for increasing the braking force.
  • This brake booster is generally one that uses negative pressure within an intake manifold.
  • control target value of the variable valve mechanism is set so as to lower the intake negative pressure in order to enhance fuel economy.
  • the negative pressure required for braking may not be reliably provided in some cases.
  • a purge operation for drawing fuel vapors from a fuel tank into a combustion chamber and an operation for drawing an air-fuel mixture which has leaked from the combustion chamber of the internal combustion engine into the crankcase, or drawing blow-by gas which is combustion gas, are performed with use of intake negative pressure.
  • the intake negative pressure can be raised or lowered by changing the phase.
  • Recent gasoline engines are set to suppress an increase in intake resistance associated with throttle closure, and lower the intake negative pressure in the idling state, in order to enhance fuel economy.
  • brake booster capacity enables booster mechanism operation even when the intake negative pressure temporarily becomes low.
  • the booster mechanism operation deteriorates, depending on the frequency of use of the brake, and booster mechanism operation is eventually lost.
  • only the operating force of the driver operates the brake device, and this is inconvenient.
  • the required intake pipe pressure may not be reliably provided in some cases when the engine load is high, or at a high altitude where atmospheric pressure is low.
  • an aspect of the present invention provides a variable valve mechanism control apparatus of an internal combustion engine including a variable valve mechanism which changes the phase of an operating angle of an engine valve, and a control device which changes the phase of the variable valve mechanism, and in a case in which the temperature of the internal combustion engine is greater than a certain value which can be treated as a post-warm-up state, the accelerator opening is less than a certain value which can be treated as an idling state, and the intake negative pressure is less than a predetermined value, the phase is changed so as to converge to a predetermined phase at which a predetermined intake negative pressure occurs.
  • a variable valve mechanism control apparatus of an internal combustion engine including a variable valve mechanism which changes the phase of an operating angle of an engine valve, and a control device which changes the phase of the variable valve mechanism, and in a case in which the temperature of the internal combustion engine is greater than a certain value which can be treated as a post-warm-up state, the accelerator opening is less than a certain value which can be treated as an idling state, and the intake negative pressure is less than a predetermined value, the phase is changed so as to converge to a predetermined phase at which a predetermined intake negative pressure occurs.
  • FIG. 1 is a flow chart showing the control procedure of a variable valve mechanism, in a first embodiment of the present invention
  • FIG. 2 is a system diagram of an internal combustion engine, in the first embodiment of the present invention.
  • FIG. 3 is a graph showing a relationship between intake valve lift amount, exhaust valve lift amount, and crank angle, in the first embodiment of the present invention.
  • FIG. 4 is a system diagram of an internal combustion engine, in a second embodiment of the present invention.
  • FIG. 1 to FIG. 3 show a first embodiment of the present invention.
  • FIG. 2 shows a variable valve mechanism control apparatus 1 of an internal combustion engine 21 .
  • variable valve mechanism control apparatus 1 is provided with a variable valve mechanism (also referred to as “variable valve timing mechanism” or “VVT mechanism”) 2 for changing the phase of the operating angle which determines lift timing of an intake valve 22 , and a control device 3 for controlling the variable valve mechanism 2 to change the phase when predetermined operating conditions are established.
  • VVT mechanism variable valve timing mechanism
  • This control device 3 has a VVT control function for changing the phase of the variable valve mechanism 2 in a case in which various types of signals are input and predetermined operating conditions are established.
  • variable valve mechanism control apparatus 1 is provided with a water temperature sensor 4 , a crank angle sensor 5 , an intake cam angle sensor 6 , a throttle and accelerator opening sensor 7 , an atmospheric pressure sensor 8 , and an intake pressure sensor 9 , on the input side of the control device 3 .
  • the water temperature sensor 4 detects the temperature of cooling water to detect the temperature of the internal combustion engine 21 .
  • the crank angle sensor 5 detects a crank angle.
  • the intake cam angle sensor 6 detects the phase of an intake cam shaft 24 .
  • the throttle and accelerator opening sensor 7 detects accelerator opening.
  • the atmospheric pressure sensor 8 detects atmospheric pressure.
  • the intake pressure sensor 9 detects intake negative pressure (also referred to as “intake manifold internal pressure”).
  • variable valve mechanism control apparatus 1 measures the temperature of the internal combustion engine 21 , the accelerator opening, and the intake negative pressure as the predetermined operating conditions.
  • variable valve mechanism 2 is provided on the output side of the control device 3 .
  • variable valve mechanism control apparatus 1 has a configuration such that when the measured temperature of the internal combustion engine 21 is greater than a certain value which can be treated as a post-warm-up state, the measured accelerator opening is less than a certain value which can be treated as an idling state, and the measured intake negative pressure is less than a predetermined value, the operating angle phase of the intake valve 22 is changed so as to converge to a predetermined phase at which a predetermined intake negative pressure occurs.
  • variable valve mechanism control apparatus 1 determines whether or not the measured temperature of the internal combustion engine 21 is greater than a certain value which can be treated as a post warm-up state, that is, whether or not a temperature T of the cooling water measured by the water temperature sensor 4 is greater than a certain value t, which serves as a temperature condition.
  • variable valve mechanism control apparatus 1 determines whether or not the measured accelerator opening is less than a certain value which can be treated as an idling state, that is, whether or not an accelerator opening A measured by the throttle accelerator opening sensor is less than a certain value a, which serves as an accelerator opening condition.
  • variable valve mechanism control apparatus 1 determines whether or not the measured intake negative pressure is less than a predetermined value, that is, whether or not the intake negative pressure P_A-P_I measured by the intake pressure sensor 9 is less than a predetermined value p, which serves as a negative pressure condition. At this time, the intake negative pressure P_A-P_I is calculated by subtracting the intake manifold inner pressure P_I from the atmospheric pressure P_A.
  • variable valve mechanism control apparatus 1 changes the operating angle phase of the intake valve 22 so as to converge to a predetermined phase at which a predetermined intake negative pressure occurs, when the temperature T of the cooling water is greater than a certain value t, the accelerator opening A is less than a certain value a, and the intake negative pressure P_A-P_I is less than the predetermined value p.
  • the intake negative pressure is low in an idling state after the internal combustion engine 21 has undergone a warm-up operation
  • the intake negative pressure is increased by control of the variable valve mechanism 2 . Therefore operations of a brake device and accessories can be ensured.
  • the phase can be adjusted to meet requirements of fuel economy and requirements of emission gas purification performance, and superior fuel economy and operations of the brake device and accessories can both be ensured at the same time.
  • variable valve mechanism 2 when the variable valve mechanism 2 is operated, the amount of intake air changes, and accordingly, the negative pressure within the intake manifold 25 changes.
  • control target value of the variable valve mechanism 2 is set so as to lower the negative pressure in order to enhance fuel economy.
  • the brake negative pressure is ensured by changing the control target value of the variable valve mechanism 2 according to the negative pressure value measured by the intake pressure sensor 9 attached to the intake manifold 25 .
  • variable valve mechanism 2 is only provided for the intake valve 22 .
  • this variable valve mechanism 2 is configured with an OCV (also referred to as an “oil control valve”) 10 to provide an optimum valve timing (advance amount and delayed amount) for the intake valve 22 .
  • OCV also referred to as an “oil control valve”
  • the predetermined phase at which a predetermined intake negative pressure occurs is set at an intermediate advance angle position, at which position the intake negative pressure increases, and which position is defined by balance of intake negative pressure reduction associated with blowback, which increases as the operating angle phase of the intake valve 22 is delayed, and intake negative pressure reduction due to an increase in internal EGR associated with valve overlap with an exhaust valve 23 , which increases as the operating angle phase of the intake valve 22 is advanced.
  • the amount of intake blowback changes to decrease with respect to an advance angle change in the operating angle phase of the intake valve 22 .
  • the intake negative pressure takes a peak value at a predetermined phase, and even if it is advanced from the predetermined phase or it is delayed from the predetermined phase, the intake negative pressure decreases.
  • the control device 3 sets an intermediate phase position, at which the intake negative pressure becomes highest, as a target, within the phase variable range of the variable valve mechanism 2 .
  • variable valve mechanism 2 shifts the timing of the valve opening and closing to the advance angle side from the reference initial position.
  • variable valve mechanism 2 in which the operating angle of the intake valve is set to an angle greater than 180 degrees, which corresponds to a piston intake stroke (for example, an angle approximately 10% to 40% greater than 180 degrees).
  • the internal combustion engine 21 is such that, in an idling state in which the accelerator opening A is less than a certain value a, the intake valve 22 is set so as to close at a later timing, that is to say, the intake valve 22 is set to close at a timing later than bottom dead center.
  • a predetermined amount of gas at the intake valve 22 to be drawn into the combustion chamber is returned to the intake manifold 25 side while the piston is rising to perform a compression stroke, that is to say, pumping loss is reduced by blowback. Accordingly, the intake negative pressure is reduced.
  • blowback can be reduced and negative pressure can be ensured. That is to say, in order to ensure negative pressure, the operating angle of the variable valve mechanism 2 is shifted to the advance angle direction, that is, the direction in which the intake valve closes earlier.
  • valve overlap occurs.
  • internal EGR exhaust gas remaining in the combustion chamber as a result of being accumulated or drawn again
  • Internal EGR refers to exhaust gas which remains in the combustion chamber as a result of being drawn again from the exhaust gas port into the combustion chamber, or being accumulated within the combustion chamber.
  • the pressure of the exhaust gas is relatively higher than the intake pipe internal pressure. Therefore, if advancing is carried out excessively, the intake negative pressure decreases excessively as a result of gas flow and pressure mutually influencing each other.
  • an intermediate advance angle position at which intake negative pressure increases, and which position is defined by a balance between intake negative pressure reduction associated with blowback, which increases as closure timing of the intake valve 22 is delayed to exceed bottom dead center, and intake negative pressure reduction due to an increase in internal EGR associated with an increase in valve overlap, which increases with respect to the exhaust valve 23 as the operating angle phase of the intake valve 22 advances, that is, an intermediate advance angle position, at which intake negative pressure increases and which position is defined at a position in a valley between them, which are in a trade-off relationship, to thereby operate the variable valve mechanism 2 so that the timing of the valve opening and closing converges at this position.
  • the amount of advance angle greatly depends on the specification of individual engines, and in order to determine setting for a unique advance angle amount for an individual engine, it is necessary to preliminarily ascertain the correlation between advance angle amount and negative pressure through experiments.
  • variable valve mechanism 2 During a warm-up operation while engine temperature is low, for example the controllability of the variable valve mechanism 2 may not be sufficiently ensured in some cases. On the other hand, by performing fast idle control for completing the warm-up operation earlier, the amount of air intake and the amount of fuel injection are corrected to increase. Therefore, in this type of situation, it is preferable that this control for ensuring negative pressure not be performed.
  • intake negative pressure P_A-P_I being less than a predetermined value p signifies intake negative pressure P_A-P_I being closer to the atmospheric pressure than to the predetermined value p.
  • closure timing of the intake valve 22 is set at a timing later than bottom dead center. Due to this valve closure timing setting, there occurs blowback in which the air drawn into the cylinder during an intake stroke with the piston descending, returns to the intake system during a compression stroke with the piston rising. As a result, the pumping loss is reduced while the intake negative pressure decreases.
  • the control device 3 changes the operating angle phase of the intake valve 22 to the advance angle direction, so as to close the intake valve 22 earlier.
  • valve opening timing of the intake valve 22 becomes earlier, so that valve overlap increases.
  • valve overlap increases, the amount of exhaust gas to be returned into the cylinder during the valve overlap period, among the exhaust gas discharged to the exhaust gas port, is increased, and the amount of new drawn air relatively decreases, so that intake negative pressure decreases.
  • control device 3 takes the valve timing where the intake negative pressure becomes the highest, as a target, and advances the operating angle phase of the intake valve 22 , so that the intake negative pressure P_A-P_I becomes higher than the predetermined value p.
  • the control device 3 When the intake negative pressure P_A-P_I is lower than the predetermined value p, the control device 3 gradually advances the operating angle phase of the intake valve 22 , and takes the phase when the intake negative pressure P_A-P_I starts to exhibit change of decreasing with respect to the advance angle change of the phase, as the advance angle limit, and further advance angle control can be stopped.
  • control device 3 gradually increases the amount of advance angle of the operating angle phase of the intake valve 22 , and it can stop advance angle control of the phase at the time that the intake negative pressure P_A-P_I has increased to the vicinity of the predetermined value p.
  • control device 3 determines whether the direction of increasing change in intake negative pressure is the delay direction or advancement direction, based on the direction of change in intake negative pressure when the phase is advanced for example, and then it can gradually change the phase along the direction of increasing change in intake negative pressure.
  • step ( 101 ) When the control program of this variable valve mechanism control apparatus 1 starts in a step ( 101 ), the process proceeds to a step ( 102 ) in which it is determined whether or not the measured temperature of the internal combustion engine is greater than a certain value which can be treated as a post-warm-up state, that is, whether or not the temperature T of cooling water measured by the water temperature sensor 4 is greater than a certain value t.
  • step ( 106 ) the control program of the variable valve mechanism control apparatus 1 described later is stopped (stop state which is also referred to as the “end state”).
  • step ( 102 ) If the determination of whether this temperature T of cooling water measured by the water temperature sensor 4 is greater than the certain value t in the step ( 102 ) is YES, the process proceeds to a step ( 103 ) in which whether or not the measured accelerator opening is less than a certain value which can be treated as an idling state is measured, that is, whether or not the accelerator opening A measured by the throttle and accelerator opening sensor 7 is less than a certain value a is determined.
  • step ( 103 ) If the determination of whether the accelerator opening A is less than a certain value a in the step ( 103 ) is NO, the process proceeds to the step ( 106 ) of the control program of the variable valve mechanism control apparatus 1 .
  • step ( 104 ) If the determination of whether the accelerator opening A is less than a certain value a in the step ( 103 ) is YES, the process proceeds to a step ( 104 ) in which whether or not the measured intake negative pressure is less than a predetermined value is measured, that is, whether or not the intake negative pressure P_A-P_I measured by the intake pressure sensor 9 is less than a predetermined value p is determined.
  • step ( 104 ) If the determination of whether the intake negative pressure P_A-P_I measured by the intake pressure sensor 9 is less than a predetermined value p in the step ( 104 ) is NO, the process proceeds to the step ( 106 ) (stop state) in which the control program of the variable valve control apparatus 1 is stopped.
  • step ( 104 ) If the determination of whether the intake negative pressure P_A-P_I measured by the intake pressure sensor 9 is less than a predetermined value p in the step ( 104 ) is YES, the process proceeds to a step ( 105 ) in which a control signal is output from the control device 3 to the variable valve mechanism 2 , and the OCV 10 is operated to change the valve timing, and after this step ( 105 ), the process proceeds to the step ( 106 ) (stop state) in which the control program of the variable valve mechanism control apparatus 1 is stopped.
  • FIG. 4 shows a second embodiment of the present invention.
  • variable valve mechanisms 12 and 16 of a variable valve mechanism control apparatus 11 of an internal combustion 21 are provided for an intake valve 22 and an exhaust valve 23 , respectively.
  • variable valve mechanism control apparatus 11 is provided with a water temperature sensor 4 , a crank angle sensor 5 , an intake cam angle sensor 6 , a throttle and accelerator opening sensor 7 , an atmospheric pressure sensor 8 , an intake pressure sensor 9 , and an exhaust cam angle sensor 14 , on an input side of a control device 13 .
  • the exhaust cam angle sensor 14 measured the phase of an exhaust cam shaft 26 .
  • variable valve mechanism 12 is provided with an OCV (may be referred to as an “oil control valve”) 10 to provide an optimum valve timing for the intake valve 22
  • variable valve mechanism 16 is provided with an OCV (may be referred to as an “oil control valve”) 15 to provide an optimum valve timing for the exhaust valve 23 .
  • variable valve mechanism control apparatus takes the predetermined phase at which a predetermined intake negative pressure occurs, as the most advanced angle position of the operating angle phase of the exhaust valve 23 .
  • control is simple and the computational load is low, so that control stability can be ensured.
  • negative pressure may be ensured by shifting the operating angle phase of the exhaust valve 23 in some cases, depending on the specification of the internal combustion engine 21 and the operating state of the variable valve mechanisms 12 and 16 .
  • variable valve mechanism 16 shifts the operating angle phase of the exhaust valve 23 to the delayed angle side from the initial position serving as a reference. This is opposite of the variable valve mechanism 12 , which shifts the operating angle phase from the initial position serving as a reference to the advance angle side.
  • negative pressure can be increased by advancing the operating angle phase so that it returns to the initial position direction.
  • the highest negative pressure is observed at the most advanced angle position (initial position) of the operating angle phase of the exhaust valve 23 .
  • a VVT position at which the highest negative pressure unique to the internal combustion engine 21 is observed may be identified and set. If a plurality of these positions is present, it may be set in consideration of responsiveness at the time of shifting from VVT control based on other conditions.
  • variable valve mechanism Moreover, there may be provided a special configuration in which target value change of the variable valve mechanism is limited to just the idling operation state, and thereby the requirement for fuel economy in a traveling state and the requirement for negative pressure necessary in an idling state can both be satisfied.
  • brake booster pressure in a vehicle in which brake booster pressure can be measured, there may be provided a special configuration in which brake booster pressure is employed instead of intake manifold internal pressure, and thereby changes limited to brake requirements can be made to the VVT target value.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US13/421,267 2011-03-17 2012-03-15 Variable Valve Control Apparatus for Internal Combustion Engine Abandoned US20120234272A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011-059168 2011-03-17
JP2011059168A JP2012193689A (ja) 2011-03-17 2011-03-17 内燃機関の可変動弁機構制御装置

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US13/421,267 Abandoned US20120234272A1 (en) 2011-03-17 2012-03-15 Variable Valve Control Apparatus for Internal Combustion Engine

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JP (1) JP2012193689A (zh)
CN (1) CN102678344B (zh)
DE (1) DE102012102134A1 (zh)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113557355A (zh) * 2019-03-13 2021-10-26 纬湃科技有限责任公司 用于识别内燃机的改变功率的操纵的方法和装置
US11313294B2 (en) * 2019-10-18 2022-04-26 Cummins Inc. Early intake valve closing and intake manifold pressure control

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5664488B2 (ja) * 2011-07-27 2015-02-04 トヨタ自動車株式会社 可変動弁機構の制御装置
JP2014202137A (ja) * 2013-04-05 2014-10-27 愛三工業株式会社 エンジンの排気還流装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7171943B1 (en) * 2005-09-07 2007-02-06 Mitsubishi Denki Kabushiki Kaisha Control apparatus for an internal combustion engine

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005163635A (ja) 2003-12-03 2005-06-23 Nissan Motor Co Ltd 車両用内燃機関の制御装置
JP2009085145A (ja) 2007-10-01 2009-04-23 Hitachi Ltd 車両用エンジンの制御装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7171943B1 (en) * 2005-09-07 2007-02-06 Mitsubishi Denki Kabushiki Kaisha Control apparatus for an internal combustion engine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113557355A (zh) * 2019-03-13 2021-10-26 纬湃科技有限责任公司 用于识别内燃机的改变功率的操纵的方法和装置
US11821382B2 (en) 2019-03-13 2023-11-21 Vitesco Technologies GmbH Method and device for detecting a power-changing manipulation of an internal combustion engine
US11313294B2 (en) * 2019-10-18 2022-04-26 Cummins Inc. Early intake valve closing and intake manifold pressure control

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CN102678344A (zh) 2012-09-19
JP2012193689A (ja) 2012-10-11
DE102012102134A1 (de) 2012-09-20
CN102678344B (zh) 2015-07-08

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Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SASAKI, YUKIMORI;REEL/FRAME:027890/0218

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