WO1999035375A1 - Dispositif de commande pour une electrovanne - Google Patents
Dispositif de commande pour une electrovanne Download PDFInfo
- Publication number
- WO1999035375A1 WO1999035375A1 PCT/JP1999/000038 JP9900038W WO9935375A1 WO 1999035375 A1 WO1999035375 A1 WO 1999035375A1 JP 9900038 W JP9900038 W JP 9900038W WO 9935375 A1 WO9935375 A1 WO 9935375A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- valve
- internal combustion
- combustion engine
- intake
- Prior art date
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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
- F02D13/0203—Variable control of intake and exhaust valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
-
- 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
- F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L9/00—Measuring steady of quasi-steady pressure of fluid or fluent solid material by electric or magnetic pressure-sensitive elements; Transmitting or indicating the displacement of mechanical pressure-sensitive elements, used to measure the steady or quasi-steady pressure of a fluid or fluent solid material, by electric or magnetic means
- G01L9/02—Measuring steady of quasi-steady pressure of fluid or fluent solid material by electric or magnetic pressure-sensitive elements; Transmitting or indicating the displacement of mechanical pressure-sensitive elements, used to measure the steady or quasi-steady pressure of a fluid or fluent solid material, by electric or magnetic means by making use of variations in ohmic resistance, e.g. of potentiometers, electric circuits therefor, e.g. bridges, amplifiers or signal conditioning
- G01L9/04—Measuring steady of quasi-steady pressure of fluid or fluent solid material by electric or magnetic pressure-sensitive elements; Transmitting or indicating the displacement of mechanical pressure-sensitive elements, used to measure the steady or quasi-steady pressure of a fluid or fluent solid material, by electric or magnetic means by making use of variations in ohmic resistance, e.g. of potentiometers, electric circuits therefor, e.g. bridges, amplifiers or signal conditioning of resistance-strain gauges
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2201/00—Electronic control systems; Apparatus or methods therefor
-
- 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
- F02D2013/0296—Changing the valve lift 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 device for an electromagnetically driven valve, and more particularly to a control device for an electromagnetically driven valve suitable as a device for controlling an electromagnetically driven valve that functions as an intake valve or an exhaust valve of an internal combustion engine.
- a conventional electromagnetically driven valve used as an intake valve or an exhaust valve of an internal combustion engine has been conventionally known, as disclosed in, for example, Japanese Patent Application Laid-Open No. 7-335347.
- a conventional electromagnetically driven valve includes a valve body that controls a conduction state between a combustion chamber and a port.
- the electromagnetically driven valve appropriately opens and closes the valve body by cooperating the panel force generated by the elastic body and the electromagnetic force generated by the electromagnet. According to the above-described electromagnetically driven valve, the conduction state between the combustion chamber and the port can be electrically controlled.
- an in-cylinder pressure and a port pressure act on the valve body of the electromagnetically driven valve.
- the in-cylinder pressure generates a force for urging the valve element in the valve closing direction
- the port pressure generates a force for urging the valve element in the valve opening direction. Therefore, the electromagnetic force required to displace the valve element from the valve-closing position to the valve-opening position and the electromagnetic force required to displace the valve element from the valve-opening position to the valve-closing position are: It changes due to the fluctuation of the pressure.
- the electromagnetic force for displacing the valve in the valve opening or valve closing direction be controlled to the minimum necessary value. Therefore, in order to operate the electromagnetically driven valve properly with low power consumption, the electromagnetic force when displacing the valve body in the valve opening direction or valve closing direction is properly adjusted according to the cylinder pressure ⁇ port pressure. Hope to be done.
- the pressure acting on the valve body is not reflected at all in the electromagnetic force when the valve body is displaced.
- the above-described conventional electromagnetically driven valve still has room for improvement in opening and closing the valve body properly with low power consumption.
- the present invention provides an improved solenoid-operated valve control device that solves the above-mentioned problems. That is the general purpose.
- an object of the present invention is to provide a control device for an electromagnetically driven valve that appropriately adjusts an electromagnetic force at the time of opening and closing a valve body in accordance with the pressure acting on the valve body.
- a control apparatus for an electromagnetically driven valve that opens and closes a valve body by cooperating with a spring force generated by an elastic body and an electromagnetic force generated by an electromagnet.
- Pressure detecting means for directly or indirectly detecting the pressure acting on the valve element; and when displacing the valve element from one displacement end to the other displacement end, the valve element is moved to the other displacement end.
- Electromagnetic force adjusting means for adjusting the magnitude of the electromagnetic force urged toward the valve body in accordance with the pressure acting on the valve body;
- a control device for an electromagnetically driven valve comprising:
- the electromagnetic force for displacing the valve body from one displacement end to the other displacement end is appropriately adjusted according to the pressure acting on the valve body at that time.
- the electromagnetic force for displacing the valve body can always be controlled to the minimum necessary value without being affected by changes in the operating state of the internal combustion engine. For this reason, according to the electromagnetically driven valve of the present invention, it is possible to reliably open and close the valve body with low power consumption.
- the pressure detecting means includes an in-cylinder pressure detecting means for detecting an in-cylinder pressure of an internal combustion engine.
- a control device for an electromagnetically driven valve for detecting an acting pressure is provided.
- the pressure acting on the valve body is detected based on the in-cylinder pressure of the internal combustion engine. According to the above configuration, the pressure acting on the valve body can be directly and accurately detected.
- the pressure detecting means further comprises a port pressure detecting means for directly or indirectly detecting a port pressure of the internal combustion engine,
- a control device for an electromagnetically driven valve is provided, which detects a pressure acting on the valve element based on a pressure difference between an in-cylinder pressure and the port pressure.
- the pressure acting on the valve body is based on the differential pressure between the in-cylinder pressure and the port pressure. Detected. According to the above configuration, it is possible to accurately detect the pressure acting on the valve element.
- the port pressure can be detected directly by using a port pressure sensor that detects the port pressure, or indirectly based on the engine speed correlated with the port pressure.
- the pressure detecting means is provided for a predetermined time after the valve element starts displacing from one displacement end toward the other displacement end.
- a solenoid-operated valve control device comprising: a strain-amount detecting means for detecting a strain amount of the elastic body at a time point when elapses, and detecting a pressure acting on the valve body based on the strain amount.
- the pressure acting on the valve body can be accurately detected based on the amount of distortion of the elastic body.
- the pressure detecting means is provided for a predetermined time after the valve element starts displacing from one displacement end toward the other displacement end.
- a control device for an electromagnetically driven valve comprising: a total length detecting means for detecting a total length of the elastic body at the time when the pressure has passed, and detecting a pressure acting on the valve body based on the total length.
- the valve body when the valve body is displaced from one displacement end to the other displacement end, the greater the pressure that hinders the displacement of the valve body, the easier it is to keep the entire length of the elastic body deforming in the extension direction short, Further, the entire length of the elastic body that is deformed in the contraction direction is easily maintained long.
- the overall length of the elastic body changes according to the pressure acting on the valve body. For this reason, according to the above configuration, it is possible to accurately detect the pressure acting on the valve body based on the entire length of the elastic body.
- the pressure detecting means includes a load detecting means for detecting a load of an internal combustion engine.
- a control device for an electromagnetically driven valve for detecting an acting pressure is provided.
- the load of the internal combustion engine corresponds to the in-cylinder pressure of the internal combustion engine. Therefore, according to the load of the internal combustion engine, it is possible to accurately estimate the pressure acting on the valve element.
- the load of the internal combustion engine can be detected based on (1) the intake pipe negative pressure of the internal combustion engine, (2) the intake air amount of the internal combustion engine, and (3) the throttle opening.
- the pressure detecting means further comprises a port pressure detecting means for directly or indirectly detecting a port pressure of the internal combustion engine,
- a control device for an electromagnetically driven valve is provided which detects a pressure acting on the valve element based on a load and the port pressure.
- the pressure acting on the valve body is detected based on the load of the internal combustion engine and the port pressure. According to the above configuration, it is possible to accurately detect the pressure acting on the valve element.
- the port pressure can be detected directly using a port pressure sensor or indirectly based on the engine speed.
- a transient state detecting means for detecting a state in which a change in load of an internal combustion engine is predicted
- the electromagnetic force adjusting means comprises: Provided is a control device for an electromagnetically driven valve, which adjusts an electromagnetic force in consideration of a change in load when a change is predicted.
- the load of the internal combustion engine shows a sudden change.
- the load may change significantly while detecting the load and adjusting the electromagnetic force based on the load.
- simply adjusting the electromagnetic force according to the load may cause a situation in which the pressure actually acting on the valve body does not properly correspond to the electromagnetic force adjusted to operate the valve body.
- the electromagnetic force is set in consideration of a change in load, so that the electromagnetic force can always be set to an appropriate value.
- the electromagnetic force is controlled to a value corresponding to the large pressure.
- a large pressure may act on the valve body. According to the present invention, it is possible to cause the valve body to perform a stable opening and closing operation even in such a situation.
- FIG. 1 is an overall configuration diagram of an internal combustion engine according to first to sixth embodiments of the present invention.
- FIG. 2 is a block diagram showing an electrical configuration of the internal combustion engine shown in FIG.
- FIG. 3 is a sectional view of an electromagnetically driven valve provided in the internal combustion engine shown in FIG.
- FIG. 4 is a flowchart for explaining each processing step of the first part of the control routine executed in the first embodiment of the present invention.
- FIG. 5 is a flowchart for explaining each processing step of the second part of the control routine executed in the first embodiment of the present invention.
- FIG. 6 is a flowchart for explaining each processing step of the third part of the control routine executed in the first embodiment of the present invention.
- FIG. 7 is a flowchart for explaining each processing step of the fourth part of the control routine executed in the first embodiment of the present invention.
- FIG. 8 is a diagram for explaining a map representing the relationship between the engine speed and the pressure acting on the intake valve when the valve is opened, using the engine load as a parameter.
- FIG. 9 is a flowchart for explaining a part of the control routine executed in the second embodiment of the present invention.
- FIG. 10 is a diagram showing a temporal change in displacement of the intake valve as an actual pressure acting on the intake valve as a parameter.
- FIG. 11 is a diagram for explaining a map that defines the relationship between the pressure acting on the intake valve and the amount of distortion of the elastic body.
- FIG. 12 is a flowchart for explaining each processing step of the first part of the control routine executed in the third embodiment of the present invention.
- FIG. 13 is a flowchart for explaining each processing step of the second part of the control routine executed in the third embodiment of the present invention.
- FIG. 14 shows the displacement (A) of the exhaust valve that changes from the valve closing position to the valve opening position in the internal combustion engine of the fourth embodiment of the present invention, and the displacement of the exhaust valve in the internal combustion engine of the fourth embodiment of the present invention.
- FIG. 8 is a diagram for explaining a waveform (B) of a command current output when the valve is displaced from the valve closing position to the valve opening position.
- FIG. 15 is a diagram for describing a change in the cylinder pressure of the internal combustion engine and a change in the lift amount of the exhaust valve and the intake valve with respect to the crank angle of the internal combustion engine.
- FIG. 16 is a flowchart for explaining each processing step of the control routine executed in the fourth embodiment of the present invention.
- FIG. 17 is a diagram for explaining an example of a map referred to in the fourth embodiment of the present invention.
- FIG. 18 is a diagram for explaining another example of the map referred to in the fourth embodiment of the present invention.
- FIG. 19 is a flowchart for explaining each processing step of the control routine executed in the fifth embodiment of the present invention.
- FIG. 20 is a diagram for explaining an example of a map referred to in the fifth embodiment of the present invention.
- FIG. 21 is a diagram for explaining another example of the map referred to in the fifth embodiment of the present invention.
- FIG. 22 is a flowchart for explaining each processing step of the control routine executed in the sixth embodiment of the present invention.
- FIG. 23 is a diagram for explaining an example of a map referred to in the sixth embodiment of the present invention.
- FIG. 24 is a diagram for explaining another example of the map referred to in the sixth embodiment of the present invention.
- FIG. 1 shows an overall configuration diagram of an internal combustion engine 10 according to one embodiment of the present invention.
- the internal combustion engine 10 has an intake port 12.
- An air cleaner 14 is provided inside the intake port 12.
- An intake air temperature sensor 16 is provided near the intake port 12. I have.
- the intake air temperature sensor 16 outputs an electric signal corresponding to the temperature of the air taken into the internal combustion engine 10.
- a surge tank 20 is connected to the intake port 12 via a throttle body 18.
- a throttle valve 22 is provided inside the throttle body 18.
- the throttle body 18 is provided with a throttle opening sensor 24 and an idle switch 26.
- the throttle opening sensor 24 outputs an electric signal corresponding to the opening of the throttle valve 22.
- the idle switch 26 is a switch that outputs an ON signal when the throttle valve 22 is fully closed.
- the surge tank 20 is provided with an intake pressure sensor 27.
- the intake pressure sensor 27 outputs an electric signal corresponding to the internal pressure of the surge tank 20.
- An intake port 28 of each cylinder is connected to the surge tank 20. The air flowing into the surge tank 20 is supplied to the internal combustion engine 10 via the intake port 28 of each cylinder.
- the internal combustion engine 10 includes a fuel tank 30.
- the fuel pump 30 is provided in the fuel tank 30.
- a fuel pipe 34 is connected to the fuel pump 32.
- the fuel stored in the fuel tank 30 is pumped to the fuel pipe 34 by the fuel pump 32.
- the fuel pipe 34 communicates with the fuel injection valve 36.
- the fuel injection valve 36 is disposed at the intake port 28 of each cylinder.
- the fuel pumped to the fuel pipe 34 is injected into the intake port 28 when the fuel injection valve 36 is opened.
- the intake port 28 is provided with an intake port pressure sensor 38.
- the intake port pressure sensor 38 outputs an electric signal corresponding to the pressure of the air-fuel mixture in the intake port 28.
- the internal combustion engine 10 includes a cylinder block 42.
- a combustion chamber 44 is formed inside the cylinder block 42.
- the combustion chamber 44 communicates with an intake port 28 via an intake valve 40.
- the intake valve 40 is opened or closed to connect or disconnect the intake port 28 and the combustion chamber 44.
- the internal combustion engine 10 includes a piston 46.
- the crank shaft 48 is connected to the piston 46.
- the crankshaft 48 rotates when the piston 46 slides up and down in the cylinder 42.
- a crank angle sensor 50 is provided on the crankshaft.
- the crank angle sensor 50 outputs a pulse signal every time the crankshaft 48 rotates by a predetermined rotation angle.
- a spark plug 52 is provided in the combustion chamber 44.
- the air-fuel mixture sucked into the combustion chamber 44 is ignited by a spark plug 52.
- the combustion chamber 44 is provided with an in-cylinder pressure sensor 54.
- the in-cylinder pressure sensor 54 outputs an electric signal corresponding to the pressure in the combustion chamber 44.
- a cooling water passage 56 is provided in the cylinder block 42 so as to surround the combustion chamber 44.
- a water temperature sensor 58 is provided in the cooling water passage 56. The R temperature sensor 58 outputs an electric signal corresponding to the temperature of the cooling water guided to the cooling water passage 56.
- An exhaust manifold 62 is connected to the combustion chamber 44 via an exhaust valve 60.
- An exhaust port 66 is formed in the exhaust manifold 62.
- An exhaust port pressure sensor 64 is provided in the exhaust manifold 62.
- the exhaust port pressure sensor 64 outputs an electric signal corresponding to the exhaust gas pressure in the exhaust manifold 62.
- the exhaust manifold 62 is provided with an oxygen concentration sensor 68.
- the oxygen concentration sensor 68 outputs an electric signal corresponding to the oxygen concentration in the exhaust gas passing through the exhaust manifold 62.
- Downstream of the exhaust manifold 62 a catalytic converter 70 is provided downstream of the exhaust manifold 62.
- the exhaust gas discharged from the internal combustion engine 10 is purified by the catalytic converter 7 G and then discharged into the atmosphere from the exhaust port 72 o
- FIG. 2 is a block diagram showing the electrical configuration of the internal combustion engine 10.
- the internal combustion engine 10 of the present embodiment includes an engine electronic control unit (engine ECU) 74.
- the engine ECU 74 includes the above-mentioned intake air temperature sensor 16, throttle opening sensor 24, idle switch 26, intake pressure sensor 27, intake port pressure sensor 38, crank angle sensor 50, in-cylinder pressure sensor 54, water temperature sensor 58, exhaust port pressure sensor 64, and oxygen concentration sensor 68 are connected.
- a vehicle speed sensor 76 is connected to the engine ECU 74. The vehicle speed sensor 76 outputs an electric signal corresponding to the actual vehicle speed.
- the engine ECU 74 is composed of a microcomputer, and Various parameters required for engine control are detected based on signals input from various sensors.
- the fuel injection valve 36 and the electromagnetically driven valves 78 and 80 are further connected to the engine ECU 74.
- the engine ECU 74 controls the fuel injection valve 36 and the electromagnetically driven valves 78 and 80 based on the various parameters detected as described above.
- FIG. 3 shows a cross-sectional view of an electromagnetically driven valve 78 that drives the intake valve 40 to open and close.
- the electromagnetically driven valves 78 and 80 there is no difference in the configuration of the electromagnetically driven valves 78 and 80 except that they have an intake valve 40 and an exhaust valve 60, respectively. Therefore, in the following description, the structure and operation of the electromagnetically driven valve 78 will be described as typical examples thereof.
- the electromagnetically driven valve 78 includes the intake valve 40 described above.
- the intake valve 40 is a member disposed in the cylinder head 82, and has a lower end portion thereof exposed in the combustion chamber 44 of the internal combustion engine 10.
- the intake port 28 described above is provided in the cylinder head 82.
- the intake port 28 is provided with a valve seat 86 for the intake valve 40.
- the intake valve 40 opens the intake port 28 by separating from the valve seat 86, and closes the intake port 28 by sitting on the valve seat 86.
- a valve shaft 88 is fixed to the intake valve 40.
- the valve shaft 88 is held slidably in the axial direction by a valve guide 90.
- An armature 92 is fixed to the upper part of the valve shaft 88.
- the armature 92 is, for example, an annular member made of a soft magnetic material.
- Above the a-machya 92 an Azpa core 94 is provided.
- a lower core 96 is located below the door.
- the upper core 94 and the lower core 96 are both members made of a magnetic material.
- the upper core 94 holds an upper coil 98, and the lower core 96 holds a lower coil 100.
- An outer cylinder 102 is disposed around the outer core 94 and the lower core 96. The outer cylinder 102 holds the upper core 94 and the lower core 96 such that a predetermined space is secured between them.
- valve shaft 88 is axially supported by the upper spring 104 and the lower spring 106 in a uniaxial manner.
- the Apper spring 104 and the lower spring 106 are positioned so that the neutral position of the armature 92 is between the Apper core 94 and the lower core 96. It is adjusted to be in the middle position.
- An engine ECU 74 is connected to the upper coil 98 and the lower coil 100 of the electromagnetically driven valve 78.
- the engine ECU 74 controls the excitation current supplied to the upper coil 98 and the upper coil 100 to drive the intake valve 40 to open and close appropriately.
- the armature 92 When the exciting current is not supplied to the upper coil 98 and the lower coil 100, the armature 92 is maintained at the neutral position. In this state, when the supply of the exciting current to the lower coil 100 is started, an electromagnetic force for attracting the armature 92 to the lower core 96 is generated. When the above electromagnetic force acts on the armature 92, the armature 92 is displaced toward the valve-opening-side displacement end (valve-opening position).
- the intake valve 40 is moved from the closed position to the open position. Can be displaced up to Therefore, the electromagnetically driven valve 78 can supply the exciting current to the upper coil 98 and the lower coil 100 alternately at an appropriate timing, so that the intake valve 40 can be properly opened and closed.
- the internal pressure of the combustion chamber 44 hereinafter referred to as the cylinder pressure
- the intake port pressure the internal pressure of the intake port 28
- the electromagnetic force required to close the intake valve 40 decreases as the in-cylinder pressure is higher than the intake port pressure, and increases as the in-cylinder pressure is lower than the intake port pressure. . Therefore, in order to reliably open and close the intake valve 40 and obtain excellent power saving characteristics irrespective of fluctuations in the pressure acting on the intake valve 40, the It is desirable that the exciting current supplied to the coil 98 and the lower coil 100 be appropriately changed according to the in-cylinder pressure and the intake port pressure.
- the relationship between the in-cylinder pressure and the intake port pressure described above and the electromagnetic force required to drive the intake valve 40 is determined by the in-cylinder pressure and the internal pressure of the exhaust port 66 (hereinafter referred to as the exhaust port pressure). ) And the electromagnetic force required to drive the exhaust valve 60.
- the pressure acting on the exhaust valve 60 is higher than the pressure acting on the intake valve 40, and the electromagnetic force required to drive the exhaust valve 60 is required to drive the intake valve 40. Larger than a strong electromagnetic force.
- the engine ECU 74 detects the pressure (X i) acting on the intake valve 40 based on the output signals of the in-cylinder pressure sensor 54 and the intake port pressure sensor 38, The pressure (X e ) acting on the exhaust valve 60 is detected based on the output signals of the internal pressure sensor 54 and the exhaust port pressure sensor 64.
- the engine ECU 74 converts the excitation current flowing through the upper coil 98 and the lower coil 100 of the electromagnetically driven valves 78, 80 into the intake valve 4. Control to the minimum value required to open and close 0 and the exhaust valve 60.
- the system of this embodiment is characterized in that the exciting current supplied to the upper coil 98 and the lower coil 100 is adjusted by the above-described method in order to realize excellent power saving characteristics and stable operability. are doing.
- FIGS. 4 to 7 show a flowchart of an example of a main routine executed in the engine ECU 74.
- the routine shown in FIGS. 4 to 7 is a routine that is repeatedly started each time the processing is completed.
- the routine shown in FIGS. 4 to 7 is started, first, the process of step 110 shown in FIG. 4 is executed.
- step 110 it is determined whether a request to open the intake valve 40 has occurred. As a result, if it is determined that a valve opening request has occurred, the process of step 112 is performed next.
- step 112 the pressure estimated to act on the intake valve 40 is detected based on the output signals of the various sensors.
- the estimated value detected in this step 112 is the estimated value Pv corresponding to the time when the intake valve 40 is opened. stored as i.
- Figure 8 shows the engine speed (NE) and the estimated value Pv . i and the engine load ( Here is a map that defines Q) as a parameter.
- the estimated value Pv is obtained by referring to the map shown in FIG. i is detected.
- step 114 a current I determined as an exciting current to be supplied to the lower coil 100 when the intake valve 40 is opened. i is read.
- step 1 16 the in-cylinder pressure (P, .i) of the combustion chamber 44 is detected based on the output signal of the in-cylinder pressure sensor 54.
- step 1 1 the internal pressure of the intake port 2 8 (P P .i) is detected based on the output signal of the intake port pressure sensor 3 8.
- step 120 the actual pressure actually acting on the intake valve 40 is calculated based on the values detected in the processing in steps 116 and 118 (Xoi P ⁇ i — P po i ⁇
- step 122 the actual pressure X. i is the estimated value P v . It is determined whether or not it is smaller than i (X. i ⁇ P Voi ). As a result, X. i ⁇ Pv . If it is determined that i is established, the pressure (actual pressure) that prevents the opening of the intake valve 40 is smaller than the assumed pressure (estimated value), and the intake valve 40 is displaced in the valve opening direction. It can be determined that the situation is easy to do. In this case, the process of step 124 is executed next. Meanwhile, X. When it is determined that i ⁇ P vot is not established, it can be determined that a situation is formed in which the intake valve 40 is not easily displaced in the valve opening direction. In this case, next, the processing of step 126 is executed.
- step 124 the actual pressure X and the estimated value Pv are obtained .
- the exciting current supplied to the lower coil 100 is reduced based on the difference from i.
- the exciting current to the lower coil 100 is reduced, the electromagnetic force that bows the armature 92 and the intake valve 40 toward the lower core 96 decreases.
- the processing of step 124 is executed when the intake valve 40 is easily displaced in the valve opening direction. If the above processing is executed in such a case, power consumption can be reduced without impairing the operability of the intake valve 40.
- the process of step 1 24 is completed, the current process is completed.
- step 126 the actual pressure X and the estimated value Pv .
- the exciting current supplied to the lower coil 100 is increased based on the difference from i.
- the exciting current to the lower coil 100 increases, the electromagnetic force that attracts the armature 92 and the intake valve 40 to the lower core 96 side Power increases.
- the process of step 126 is executed when the intake valve 40 is not easily displaced in the valve opening direction. In such a case, if the above-described processing is executed, it is possible to form an advantageous situation for reliably displacing the intake valve 40 in the valve opening direction. Therefore, according to the above-described processing, the intake valve 40 can be reliably displaced to the valve opening position regardless of the pressure acting on the intake valve 40.
- the current processing is completed.
- step 110 determines whether the request to open the intake valve 40 has not been made. If it is determined in step 110 that the request to open the intake valve 40 has not been made, then the processing of step 128 shown in FIG. 5 is executed. Then, it is determined whether or not a request to close the intake valve 40 has occurred. As a result, if it is determined that a valve closing request has occurred, the process of step 130 is executed next.
- step 130 the pressure acting on the intake valve 40 is detected based on the output signals of various sensors.
- the estimated value detected in step 130 is stored as the estimated value Pvci corresponding to the time when the intake valve 40 is closed.
- Engine ECU 74 stores a map similar to the map shown in FIG. 8 above for estimated value Pvc i .
- the estimated value Pvc i is detected by referring to the map.
- step 132 the current I ci that is determined as the exciting current to be supplied to the upper coil 98 when the intake valve 40 is closed is read.
- step 134 the in-cylinder pressure ( Psci ) of the combustion chamber 44 is detected based on the output signal of the in-cylinder pressure sensor 54 .
- step 136 the pressure (P Dci ) of the intake port 28 is detected based on the output signal of the intake port pressure sensor 38 .
- Step 1 4 whether the actual pressure X ci is less than the estimated value P vc i (X ci rather PVCi) is determined.
- Xc i ⁇ Pvci holds Is that the pressure (actual pressure) that promotes the closing of the intake valve 40 is smaller than the assumed pressure (estimated value), and a situation is formed in which the intake valve 40 is not easily displaced in the closing direction. Can be determined to be.
- the process of step 142 is executed next.
- it is determined that X oi ⁇ P vci is not established, it can be determined that the intake valve 40 is easily displaced in the valve closing direction. In this case, the process of step 144 is executed next.
- Step 1 4 2 the exciting current supplied to Atsupakoi Le 9 8 based on the difference between the actual pressure X ci and the estimated value P vci is increased.
- the exciting current to the upper coil 98 is increased, the electromagnetic force that attracts the armature 92 and the intake valve 40 to the upper core 94 increases.
- the process of step 142 is executed when the intake valve 40 is not easily displaced in the valve closing direction. According to the above processing, it is possible to form an advantageous situation for displacing the intake valve 40 in the valve closing direction. Therefore, according to the above process, the intake valve 40 can be reliably seated at the valve closing position.
- the current processing is completed.
- Step 1 4 4 the exciting current supplied to Atsupakoi Le 9 8 based on the difference between the actual pressure X ci and the estimated value P vci is reduced.
- the exciting current to the upper coil 98 is reduced, the electromagnetic force that attracts the armature 92 and the intake valve 40 to the upper core 94 decreases.
- the processing of this step 144 is executed when the intake valve 40 is easily displaced in the valve closing direction. Therefore, according to the above processing, power consumption can be reduced without deteriorating the operability of the intake valve 40.
- the current processing is completed.
- step 1228 if it is determined in step 1228 that a valve closing request has not been made to the intake valve 40, then the process of step 1446 shown in FIG. 6 is executed. Then, it is determined whether or not a request to open the exhaust valve 60 has occurred. As a result, if it is determined that a valve opening request has occurred, the process of step 148 is executed next.
- step 148 a pressure estimated to act on the exhaust valve 60 is detected based on output signals of various sensors.
- the estimated value detected in step 1 4 Estimated value Pv corresponding to opening of valve 60. Stored as e.
- the engine ECU 74 calculates the estimated value Pv .
- a map similar to the map shown in FIG. 8 is stored.
- the estimated value Pv is obtained by referring to the map. e is detected.
- step 150 the current I determined as the exciting current to be supplied to the lower coil 100 of the electromagnetically driven valve 80 when the exhaust valve 60 is opened. e is read.
- step 152 the cylinder pressure (P, e ) of the combustion chamber 44 is detected based on the output signal of the cylinder pressure sensor 54.
- step 154 the internal pressure (P p.e) of the exhaust port 66 is detected based on the output signal of the exhaust port pressure sensor 64.
- step 1 58 the actual pressure X. e is the estimated value Pv. It is determined whether it is smaller than e (X. ⁇ P vo e). As a result, if it is determined that X oe ⁇ P vo e holds, the pressure (actual pressure) that prevents the exhaust valve 60 from opening is smaller than the assumed pressure (estimated value), and the exhaust valve It can be determined that 60 is in a state where it is easily displaced in the valve opening direction. In this case, next, the processing of step 160 is executed. On the other hand, when it is determined that X fue ⁇ P does not hold, it can be determined that a situation is established in which the exhaust valve 60 is difficult to open. that. in step 1 6 0, the actual pressure X. e and the estimated value P v. electromagnetically driven valve based on the difference between the e
- the exciting current supplied to the 800 lower coil 100 is reduced.
- the exciting current to the lower coil 100 is reduced, the electromagnetic force that attracts the armature 92 and the exhaust valve 60 to the lower core 96 decreases.
- the processing of step 160 is executed when the exhaust valve 60 is easily displaced in the valve opening direction. Therefore, according to the above processing, it is possible to reduce the power consumption without deteriorating the operability of the exhaust valve 60.
- the current processing ends.
- step 16 2 the actual pressure X. e and the estimate Pv. Electromagnetically driven valve based on the difference from e
- the exciting current supplied to the lower coil 100 of 800 is increased.
- the exciting current of the armature is increased, the electromagnetic force that attracts the armature 92 and the exhaust valve 60 toward the lower core 96 increases.
- the process of step 162 is executed when the exhaust valve 60 is not easily displaced in the valve opening direction. According to the above processing, an advantageous situation is formed in which the exhaust valve 60 is displaced in the valve opening direction. Therefore, according to the above-described processing, the exhaust valve 60 can be reliably displaced to the valve opening position regardless of the pressure acting on the exhaust valve 60.
- the current processing ends.
- step 146 if it is determined in step 146 that the valve opening request has not been made to the exhaust valve 60, then the process of step 164 shown in FIG. 7 is executed. It is determined whether a valve closing request for the valve 60 has occurred. As a result, if it is determined that no valve closing request has been made to the exhaust valve 60, the current process is terminated. On the other hand, if it is determined that a valve closing request has occurred, the process of step 166 is executed next.
- step 166 a pressure estimated to act on the exhaust valve 60 is detected based on output signals of various sensors.
- the estimated value detected in this step 166 is stored as the estimated value P vce corresponding to the time when the exhaust valve 60 is closed.
- the engine ECU 74 remembers a map similar to the map shown in FIG. 8 for the estimated value P vce .
- the estimated value P vce is detected by referring to the map.
- step 1 68 the current I ce is read out is defined as the exciting current to be supplied to Atsupakoiru 9 8 of the electromagnetically driven valve 80 at the time of closing of the exhaust valve 60.
- step 170 the in-cylinder pressure (P e) of the combustion chamber 44 is detected based on the output signal of the in-cylinder pressure sensor 54.
- step 172 the pressure (P Pce ) of the exhaust port 66 is detected based on the output signal of the exhaust port pressure sensor 64.
- step 176 it is determined whether the actual pressure X ci is smaller than the estimated value P vc i (X ce
- ⁇ Pvce ⁇ Pvce
- step 180 is performed next.
- Step 1 7 8 the actual pressure X ci and the exciting current supplied to Atsupakoiru 9 8 of the electromagnetically driven valve 8 0 based on a difference between the estimated value P vc i is increased.
- the exciting current to the upper coil 98 is increased, the electromagnetic force for attracting the armature 92 and the exhaust valve 60 to the upper core 94 increases.
- the process of step 1 178 is executed when the exhaust valve 60 is not easily displaced in the valve closing direction. According to the above processing, an advantageous situation is formed in displacing the exhaust valve 60 in the valve closing direction. Therefore, according to the above processing, the exhaust valve 60 can be reliably seated at the valve closing position regardless of the pressure acting on the exhaust valve 60.
- the current processing is completed.
- Step 1 8 the actual pressure X ci and the exciting current supplied to Atsupakoiru 9 8 of the electromagnetically driven valve 8 0 based on a difference between the estimated value P vc i is reduced.
- the exciting current to the upper coil 98 is reduced, the electromagnetic force that attracts the armature 92 and the exhaust valve 60 to the upper core 94 decreases.
- the process of step 180 is executed when the exhaust valve 60 is easily displaced in the valve closing direction. Therefore, according to the above processing, power consumption can be reduced without deteriorating the operability of the exhaust valve 60.
- the current processing ends.
- the excitation current supplied to the upper coil 98 or the lower coil 100 is controlled based on the actual pressure acting on the intake valve 40 and the exhaust valve 60, whereby the intake valve 40 and the exhaust valve are controlled. 60 can be driven to open and close reliably and with low power consumption. Therefore, according to the control device of the present embodiment, the internal combustion engine 10 equipped with the electromagnetically driven valves 78 and 80 can be operated properly.
- the upper spring 104 and the lower spring 106 are provided on the elastic body j described in the claim 1 as follows.
- the “pressure detecting means” described in claim 1 is changed to the above steps 122 to 126, 140 to 144, 158 to 162, and 176 to 180.
- the “electromagnetic force adjusting means” described in claim 1 is realized by executing the processing.
- the engine ECU 74 executes the processing of the above steps 1 16, 134, 152 and 170, whereby the “in-cylinder pressure detecting means” described in claim 2 of the claims is realized.
- the “port pressure detecting means” i) described in claim 3 of the claims is realized respectively.
- the engine ECU 74 executes a control routine mainly including a series of processes shown in FIG. 9 instead of the routine shown in FIG. 4 to FIG. It is realized by doing.
- FIG. 9 shows a flowchart of a part of a control routine executed by the engine ECU 74 in the present embodiment.
- the control routine executed in the present embodiment is a routine that is started each time the processing ends.
- steps that execute the same processing as the steps shown in FIG. 4 are given the same reference numerals, and descriptions thereof will be simplified or omitted.
- the engine ECU 74 first executes the process of step 110 each time the above control routine is started. As a result, if it is determined that a request to open the intake valve 40 has been made, then the process of step 182 is executed.
- step 182 it is determined whether or not the time (t) since the request to open the intake valve 40 has passed a predetermined time (t.). The process of step 182 is repeatedly executed until the above condition is satisfied. As a result, a predetermined time elapses (t ⁇ t. ), And then the processing of steps 112 is executed.
- steps 112 and 114 the pressure estimated to act on the intake valve 40 is detected, and the current I defined as the exciting current to be supplied to the lower coil 100 is detected. i is read.
- the process of step 184 is executed next.
- step 184 the amount of distortion of the lower spring 106 is detected by a strain gauge or the like disposed on the lower spring 106.
- step 186 the amount of distortion detected by executing the processing in step 184 is the actual pressure X acting on the intake valve 40. Converted to i.
- FIG. 10 shows the change over time of the displacement of the intake valve 40 by the actual pressure X acting on the intake valve 40.
- the figure which expressed i as a parameter overnight is shown.
- the position of the intake valve 40 is changed to the position of the intake valve 40.
- Actual pressure acting on X The larger i is, the farther from the valve opening position.
- the amount of distortion of the lower spring 106 decreases as the intake valve 40 moves away from the valve opening position. Therefore, the amount of distortion of the lower spring 106 decreases as the actual pressure acting on the intake valve 40 increases.
- FIG. 11 shows a map that defines the relationship between the actual pressure X acting on the intake valve 40 and the amount of distortion of the lower spring 106.
- the distortion amount of the lower spring 106 was converted to the actual pressure X by referring to the map shown in FIG.
- step 186 When the processing in step 186 is completed, the processing in step 122 and thereafter is executed.
- the above processing is executed when a request to open the intake valve 40 is issued.
- the closing of the intake valve 40 is performed.
- the same processing as described above is executed when a valve is requested, when a request to open the exhaust valve 60 is made, and when a request to close the exhaust valve 60 is made.
- the amount of distortion of the upper spring 104 and the lower spring 106 is converted to the actual pressure acting on the intake valve 40 and the exhaust valve 60, and the upper coil 98 is converted based on the pressure.
- the exciting current supplied to the lower coil 100 By increasing or decreasing, the intake valve 40 and the exhaust valve 60 can be driven to open and close reliably and with low power consumption. Therefore, according to the control device of the present embodiment, the internal combustion engine 10 including the electromagnetically driven valves 78 and 80 can be operated properly.
- the engine ECU 74 executes the processing of the steps 182 and 1884 to realize the “strain amount detecting means” described in claim 4 of the claims. ing.
- the force acting on the intake valve 40 and the exhaust valve 60 is detected based on the amount of distortion of the upper spring 104 and the lower spring 106. These pressures may be detected based on the total length of the upper spring 104 and the lower spring 106.
- the engine ECU 74 detects the total length when a predetermined time has elapsed after a request to open or close the intake valve 40 or the exhaust valve 60 has been made, thereby making a claim according to the claims.
- the “full length detection means” described in 5 is realized.
- the engine ECU 74 executes a series of processes shown in FIGS. 12 and 13 instead of the control routine shown in FIGS. This is realized by executing a control routine as a unit.
- FIGS. 12 and 13 show a flowchart of a part of a control routine executed in the engine ECU 74.
- the control routine executed in the present embodiment is a routine that is repeatedly started every time the processing is completed.
- the steps for executing the same escape as the steps shown in FIG. 4 are denoted by the same reference numerals, and the description thereof will be simplified or omitted.
- the engine ECU 74 When the above control routine is started, the engine ECU 74 first executes the process of step 110. As a result, when it is determined that a request to open the intake valve has occurred, the processing of steps 112 to 116 is executed, and then the processing of step 194 is executed.
- step 194 the in-cylinder pressure P of the combustion chamber 44 is set. Integrate i over time.
- step 196 it is determined whether or not the intake valve 40 is fully open. As a result, the intake valve 40 is not fully opened, that is, the intake valve 40 is in the open position and the closed position. If it is determined that the position is displaced from the position, the processing of the above step 116 is executed again. Then, when it is determined that the intake valve 40 is in the fully opened state, the process of step 198 is executed next.
- step 198 the in-cylinder pressure P «until the intake valve 40 reaches the opening position after the intake valve 40 is requested to open.
- the integrated value of i is converted to a pressure X acting on the intake valve 40.
- the converted pressure X is the pressure X corresponding to the current engine speed NE and the current load Q of the internal combustion engine. Stored as i (NE, Q).
- step 200 the counter CNT (NE, Q) is incremented.
- the counter CNT (NE, Q) is a counter that counts the number of times that the intake valve 40 has been requested to open under operating conditions determined by the engine speed NE and the load Q.
- step 202 the pressure X obtained in step 198 above.
- i (NE, Q) is the pressure X before this process was performed. It is determined whether i (NE, Q) is greater than or equal to the maximum value Max ⁇ X oi (NE, Q) ⁇ . As a result, X. i (NE, Q) ⁇ Max ⁇ X. If it is determined that i (NE, Q) ⁇ is satisfied, the process of step 204 is executed next. On the other hand, if it is determined that the above condition is not satisfied, then the process of step 206 is performed.
- step 204 the maximum value Max ⁇ Xoi (NE, Q) ⁇ is the pressure X detected in the current processing cycle. Updated to i (NE, Q). By executing the process of step 204, the maximum value Max ⁇ Xoi (NE, Q) ⁇ of the pressure acting on the intake valve 40 is sequentially changed.
- step 206 the number of times CNT (NE, Q) required to open the intake valve 40 counted in step 200 is a predetermined number n. It is determined whether or not this is the case. As a result, CNT (NE, Q) ⁇ n. If it is determined that is satisfied, the process of step 208 is then executed. On the other hand, if it is determined that the above condition is not satisfied, then the process of step 122 is executed.
- step 208 the predetermined number of times n.
- the pressure X generated during each valve opening request. , (NE, Q) the maximum value Max ⁇ X oi (NE, Q ) ⁇ of the estimated value of the pressure acting on the intake valve 40 under the operating conditions of the engine speed NE and the load Q P v. Set as i (NE, Q).
- the suction The predetermined number of times for the valve 40]! Every time a valve opening request is made, an estimated value P v of the pressure acting on the intake valve 40 under the operating conditions. i (NE, Q) is updated to an appropriate value.
- the counter C NT (NE, Q) for counting the number of valve opening requests is reset.
- step 208 above the estimated value P v is obtained .
- i (NE, Q) is set, its value is then used as the learning value. More specifically, the estimated value Pv set in step 208 above.
- i (NE, Q) is the pressure X detected as each cycle is executed each time the processing of step 122 is executed in this routine. Used as a threshold to be compared with i (NE, Q).
- the excitation current can be adjusted based on a comparison with i (NE, Q). In this case, the excitation current at the time of opening the intake valve 40 can be appropriately adjusted without being affected by the individual difference of the internal combustion engine or the like.
- the engine ECU 74 issues a request to close the intake valve 40, and opens or closes the exhaust valve 60, as in the first embodiment.
- a request occurs, the same processing as the processing shown in FIGS. 12 and 13 is executed.
- the excitation currents at the time of opening and closing the intake valve 40 and the exhaust valve 60 are all appropriately adjusted without being affected by individual differences of the internal combustion engine. be able to.
- the exciting current supplied to the upper coil 98 and the lower coil 100 is determined by the difference between the actual pressure acting on the intake valve 40 and the exhaust valve 60 and the estimated value.
- the present invention is not limited to this. That is, the excitation current is set in advance to a reference value that can reliably open and close the intake valve 40 and the exhaust valve 60, and it is determined that the intake valve 40 and the exhaust valve 60 are easy to open or close. Only when this occurs, the excitation current may be reduced and corrected based on the actual pressure.
- the exciting current is set to a small value in advance, and the exciting current is set based on the actual pressure only when it is determined that the intake valve 40 and the exhaust valve 60 are difficult to open or close. It may be possible to perform increase correction.
- a fourth embodiment of the present invention will be described with reference to FIGS. 14 to 18 together with FIGS.
- the system of the present embodiment is realized by causing the engine ECU 74 to execute the control routine shown in FIG. 16 in the system configuration shown in FIG.
- Fig. 14 shows the displacement of the exhaust valve 60 from the valve closing position to the valve opening position (Fig. 14 (A)), and the command current for the lower coil 100 of the electromagnetically driven valve 80 including the exhaust valve 60. (Fig. 14 (B)).
- the command current for the lower coil 100 changes from “0” to the suction current I 1 at a predetermined time when the exhaust valve 60 is displaced from the closed position to the open position. Is launched.
- the period during which the command current is maintained at “0” in FIG. 14 (B) is referred to as an off period t1.
- the finger current is maintained at the attraction current I1 only during the attraction period t2.
- the suction period t2 is set so that the end time thereof substantially coincides with the time when the exhaust valve 60 reaches the valve opening position.
- the command current decreases its value from the attraction current I1 to the holding current I2 over the reduction period t3. Then, after the decrease period t3 ends, the command current is thereafter maintained at the holding current I2 until a request to close the exhaust valve 60 occurs.
- the exhaust valve 60 can be reliably displaced to the open position by generating a large electromagnetic force in the process of the exhaust valve 60 approaching the open position. Also, by reducing the electromagnetic force when the exhaust valve 60 reaches the valve opening position, and by maintaining the electromagnetic force at a small value during the period when the exhaust valve 60 is maintained at the valve opening position, Excellent quietness and excellent power saving characteristics can be realized.
- the off period t1 is shortened, the suction time t2 and the reduction period t3 are lengthened, and It is advantageous to set the current I1 and the holding current I2 large.
- the off period t1 is long, the suction time t2 and the reduction period t3 are short, and the suction current I1 and the holding current I2 are reduced. It is advantageous to set it small.
- the intake valve 40 and the exhaust valve 60 are located at the negative displacement ends (of the open position and the closed position). Of the internal combustion engine when displacing from one of the two positions to the other displacement end (the other of the valve-opening position and the valve-closing position). It is greatly affected by in-cylinder pressure and port pressure. Therefore, in order to achieve both excellent power saving characteristics and stable operability, it is effective to adjust the waveform of the command current according to the cylinder pressure and the port pressure.
- FIG. 15 is a time chart showing the relationship between the in-cylinder pressure of the internal combustion engine and the lift amounts of the exhaust valve 60 and the intake valve 40.
- the in-cylinder pressure of the internal combustion engine becomes large due to the execution of the explosion process in the internal combustion engine. For this reason, as shown in FIG. 15, the in-cylinder pressure of the internal combustion engine reaches a maximum value immediately before the exhaust valve 60 opens. Then, the exhaust valve 60 starts to open under the condition that a certain high in-cylinder pressure remains.
- the in-cylinder pressure of the internal combustion engine is determined when the exhaust valve 60 is displaced from the open position to the closed position, when the intake valve 40 is displaced from the closed position to the open position, and when the intake valve is displaced.
- the pressure is maintained at a sufficiently low level.
- the characteristic at the time of opening and closing the intake valve 40 and the exhaust valve 60 especially the characteristic at the time of the valve opening operation of the exhaust valve 60 is greatly affected by the in-cylinder pressure. Therefore, when the exhaust valve 60 is requested to be opened, adjusting the waveform of the finger current of the electromagnetically driven valve 80 to the lower coil 100 according to the in-cylinder pressure changes the characteristics of the internal combustion engine. It is especially effective in improving.
- the internal pressure of the surge tank 20 and the intake port 28 of the internal combustion engine becomes the atmospheric pressure after the internal combustion engine stops. Therefore, when the internal combustion engine is started, a large amount of air (and fuel corresponding to the air amount) is supplied to the internal combustion engine even if the throttle valve 22 is fully closed. Therefore, at the time of starting the internal combustion engine, a large in-cylinder pressure equivalent to that when the throttle valve 22 is fully opened is generated.
- the system of the present embodiment provides a command current to be supplied to the lower coil 100 of the electromagnetically driven valve 80 when the exhaust valve 60 is opened.
- FIG. 16 shows a flowchart of a control routine executed by the engine ECU 74 to realize the above functions.
- the routine shown in FIG. 16 is a routine that is started each time a request to open the exhaust valve 60 is made.
- the processing of step 220 is executed.
- step 220 it is determined whether or not predetermined N cycles have been completed after the internal combustion engine was started.
- the N cycle is the number of cycles required for the internal pressure of the surge tank 20 and the intake port 28 to reach an appropriate negative pressure. If it is determined that the N cycle has not been completed as a result of the above determination, the process of step 222 is next performed.
- step 222 a process is executed in which the command current for the lower coil 100 of the electromagnetically driven valve 80 is set to a waveform equivalent to WOT (fully open throttle).
- the W ⁇ T-equivalent waveform is a current waveform in which the off period t1 is the minimum value, and the attraction period t2, the reduction period t3, the attraction current I1, and the holding current I2 are the maximum values.
- the exhaust valve can be reliably displaced to the valve opening position even at the time of starting when a large in-cylinder pressure is generated in the combustion chamber 44.
- step 224 the process of outputting the command current set in the current processing cycle is performed.
- this routine ends.
- step 220 determines whether the N cycles after the start of the internal combustion engine have been completed. If it is determined in step 220 that the N cycles after the start of the internal combustion engine have been completed, then the process of step 226 is executed.
- step 222 in-cylinder pressure is acquired based on the output signal of in-cylinder pressure sensor 54.
- the process of this step 226 is executed immediately after a request to open the exhaust valve 60 is made, that is, at a time when the in-cylinder pressure shows a substantially maximum value. For this reason, according to the in-cylinder pressure taken in step 222, when the exhaust valve 60 is displaced in the valve opening direction, the magnitude of the in-cylinder pressure that generates a force in the direction that impedes the displacement is accurately determined. Can be estimated.
- step 228 the exhaust port pressure is detected based on the output signal of the exhaust port pressure sensor 64.
- step 230 the pressure acting on the exhaust valve 60 is detected by calculating the differential pressure between the in-cylinder pressure and the exhaust port pressure, and based on the detected pressure, the waveform of the command current is determined.
- tl to t3, I1 and I2 are calculated from the map based on the forces for calculating t3, I1 and I2, or the in-cylinder pressure and the exhaust port pressure.
- FIG. 17 shows a map of the off period t1 stored by the engine ECU 74.
- the off period t1 is set according to the map shown in FIG. According to the above map, the off period t1 is set to a shorter value as the in-cylinder pressure is larger and the exhaust port pressure is smaller.
- FIG. 18 shows a map of the suction period t2 stored in the engine ECU 74.
- the engine ECU 74 stores a map showing the same tendency as in FIG. 18 for the decrease period t 3, the attraction current I 1, and the holding current I 2.
- the bow absorption I period t2, the reduction period t3, the suction current I1, and the holding current I2 are set according to the maps.
- the suction period t 2, the reduction period t 3, the suction current I 1 and the holding current I 2 are set to longer or larger values as the in-cylinder pressure increases and the exhaust port pressure decreases. Is done.
- step 230 When the process of step 230 is completed, the process of step 224 is executed, and then the current routine is terminated.
- the process of step 224 is executed, and then the current routine is terminated.
- the engine ECU 74 executes the processing of the above-mentioned step 226 to thereby execute “the pressure detecting means” described in claim 1 and claim 2 described in claim 2.
- the “in-cylinder pressure detecting means” of the present invention executes the processing of step 230 described above, whereby the “electromagnetic force adjusting means” of claim 1
- the “port pressure detecting means” described in claim 3 of the claims is realized by executing the processing of step 228 described above.
- the engine ECU 74 executes the processing of step 220 described above, whereby the “high pressure state detecting means J force” described in claim 9 of the claims, By executing the processing described in claim 9, the “electromagnetic force adjusting means” described in claim 9 is realized.
- the exhaust port pressure when determining the waveform of the command current, the exhaust port pressure is considered, but the present invention is not limited to this. In other words, since the exhaust port pressure does not show as large a change as the cylinder pressure, it is not always necessary to reflect that value in the command current.
- the exhaust port pressure is directly detected by using the exhaust port pressure sensor 64, but the method of detecting the exhaust port pressure is not limited to this.
- the exhaust port pressure may be indirectly detected based on the engine speed NE, the internal pressure of the surge tank 20, and the like.
- the finger current at the time of opening the exhaust valve is adjusted based on the in-cylinder pressure and the like, but the application of the present invention is not limited to this.
- the command current when the exhaust valve is closed and the command current when the intake valve is opened or closed may be adjusted based on the in-cylinder pressure and the like.
- FIG. 19 shows a flowchart of a control routine executed by the engine ECU 74 to realize the above functions.
- the routine shown in FIG. 19 is a routine that is started each time a request to open the exhaust valve 60 occurs.
- step 19 steps that execute the same processing as the steps shown in FIG. 16 are given the same reference numerals, and descriptions thereof will be omitted.
- the routine shown in FIG. 19 if it is determined in step 220 that the operation of N cycles has been completed after the start of the internal combustion engine, the process of step 232 is executed next.
- step 2 32 the throttle opening TA is taken in based on the output signal of the throttle opening sensor 24.
- An intake air amount corresponding to the throttle opening TA flows into the internal combustion engine. Therefore, an in-cylinder pressure corresponding to the throttle opening TA is generated in the combustion chamber 44.
- the engine ECU 74 estimates the in-cylinder pressure of the internal combustion engine based on the throttle opening TA detected in step 232.
- step 2 2248 the exhaust port pressure is taken in (step 2 228), and then the processing of step 234 is executed. Based on the degree TA, it is determined whether rapid acceleration is required for the internal combustion engine. In this step 234, specifically, when the differential value dTA / dt of the throttle opening TA exceeds a predetermined value, it is determined that rapid acceleration is required. If it is determined that rapid acceleration is not required as a result of the above determination, the process of step 236 is performed next.
- step 236 it is determined based on the throttle opening TA whether or not rapid deceleration of the internal combustion engine is required.
- step 2336 specifically, when the differential value dTA / dt of the throttle opening TA is less than a predetermined negative value, it is determined that rapid deceleration is required. If it is determined that rapid deceleration is not required as a result of the above determination, it can be determined that the internal combustion engine is operating in a steady state. In this case, the process of step 238 is executed next.
- step 2308 the map used for setting the command current is set to a normal map.
- FIG. 20 shows a normal map for the off period t1 stored by the engine ECU 74.
- the map shown in FIG. 20 is set as the map for the off period t1.
- the off-period t 1 is shorter as the throttle opening TA is larger and the exhaust port pressure is smaller. Is set to a lower value.
- FIG. 21 shows a typical map for the bow I period t2 that the engine ECU 74 remembers.
- the engine ECU 74 stores a map showing the same tendency as in FIG. 21 for the reduction period t 3, the suction current I 1, and the holding current I 2.
- the suction period t 2, the reduction period t 3, the suction current I 1 and the holding current I 2 are longer or larger as the throttle opening is larger and the exhaust port pressure is smaller. Is set to
- step 240 according to the set map, based on the throttle opening TA and the exhaust port pressure, the off period t1, the suction period t2, the decreasing period t3, the suction current I1 and the holding current I2 are calculated. Is calculated.
- the command current is set to an appropriate waveform in consideration of the pressure acting on the exhaust valve 60 based on the throttle opening TA and the exhaust port pressure. can do. For this reason, according to the system of the present embodiment, excellent power saving characteristics and stable operability can be ensured under such circumstances.
- step 236 if it is determined in step 236 that rapid deceleration of the internal combustion engine has been requested, then the process of step 2422 is executed. On the other hand, if it is determined in step 234 that rapid acceleration is required for the internal combustion engine, the process of step 244 is executed next.
- step 242 the map used for setting the command current is set as the map for deceleration.
- step 244 the map used for setting the command current is set as the map for acceleration.
- steps 240 and 224 are performed, and then the current routine is terminated.
- the pressure acting on the exhaust valve 60 is determined based on the throttle opening TA. Detected indirectly.
- the throttle opening TA accurately corresponds to the in-cylinder pressure during steady-state operation of the internal combustion engine.
- the intake air amount of the internal combustion engine changes with a delay with respect to the change of the throttle opening TA. Therefore, in such a transient state, a difference may occur between the throttle opening TA and the in-cylinder pressure.
- the map for deceleration and the map for acceleration set in the above steps 242 and 244 correspond to the normal map by the difference between the throttle opening TA and the in-cylinder pressure in the transient state.
- This is a map modified in consideration of the above. More specifically, the acceleration map is set so that the command current is smaller than the normal map in consideration of the delay in increasing the intake air amount, while the deceleration map is The command current is set to be larger than that of the normal map, taking into account the delay in reducing the amount of air.
- the exhaust valve 60 is controlled based on the throttle opening TA and the exhaust port pressure.
- the command current at the time of valve opening can be set to an appropriate waveform. Therefore, according to the system of the present embodiment, it is possible to always achieve excellent power saving characteristics and stable operability regardless of the operating state of the internal combustion engine.
- the engine ECU 74% by force executes the processing of the above step 2 32 so that the “pressure detecting means” described in claim 1 of the claims can execute the processing of the above step 240
- the "electromagnetic force adjusting means" described in claim 1 is realized by executing the method.
- the engine ECU 74 power ⁇ the processing of the above step 2 32 is executed to execute the "load detecting means” power described in claim 6 of the claims.
- the execution realizes the “port pressure detecting means” described in claim 7 of the claims.
- the “transient state detecting means” described in claim 8 of the claims is executed by executing the processing of the engine ECU 74 power ⁇ the above steps 234 and 2336. Executing the processing of 4 2, 2 4 4 and 2 4 0, the “electromagnetic force adjusting means” described in claim 8 is realized respectively. You.
- the control accuracy is improved by using a map different from that at the time of the steady state, but the present invention is not limited to this.
- the command current may be set to a predetermined waveform in consideration of the influence of the transient state of the internal combustion engine.
- the exhaust port pressure when determining the waveform of the command current, is considered, but the present invention is not limited to this, and the exhaust port pressure is not considered. May be set to the command current.
- the exhaust port pressure is directly detected, but the exhaust port pressure may be indirectly detected based on the engine speed NE, the internal pressure of the surge tank 20, and the like. .
- command current when the exhaust valve is opened is adjusted based on the in-cylinder pressure and the like, but the application of the present invention is not limited to this. Instead, the command current when the exhaust valve is closed and the command current when the intake valve is opened or closed may be adjusted based on the in-cylinder pressure and the like.
- FIGS. 22 to 24 together with FIGS.
- the system of this embodiment is realized by causing the engine ECU 74 to execute the control routine shown in FIG. 22 in the system configuration shown in FIG.
- the system of the fifth embodiment described above indirectly detects the in-cylinder pressure of the internal combustion engine from the throttle opening TA.
- the system of the present embodiment is characterized in that the in-cylinder pressure of the internal combustion engine is indirectly detected from the intake pipe negative pressure PM.
- FIG. 22 shows a flowchart of a control routine executed by the engine ECU 74 to realize the above functions.
- the routine shown in FIG. 22 is a routine that is started each time a request to open the exhaust valve 60 occurs.
- steps that execute the same processing as the steps shown in FIG. 19 above are denoted by the same reference numerals, and description thereof will be omitted.
- step 246 the processing of step 246 is executed after the throttle opening TA is detected in step 232 described above.
- step 246 the intake pipe negative pressure PM is taken in based on the output signal of the intake pressure sensor 27.
- An in-cylinder pressure corresponding to the intake pipe negative pressure PM is generated in the combustion chamber 44 of the internal combustion engine.
- the engine ECU 74 estimates the in-cylinder pressure of the internal combustion engine based on the intake pipe negative pressure PM detected in step 246. If the intake pipe negative pressure PM is detected by the above processing, then the intake port pressure is taken in (step 228), and then the acceleration / deceleration state is determined based on the throttle opening TA. (Steps 2 3 4 and 2 3 6).
- the normal map is (step 238)
- the deceleration map is during deceleration (step 242)
- the acceleration map is during acceleration.
- FIG. 23 shows a normal map for the off-period t 1 stored by the engine ECU 74.
- the map shown in FIG. 23 is set as the map for the off period t1.
- the OFF period t1 is set to a shorter value as the intake pipe negative pressure PM is higher and the exhaust port pressure is lower.
- FIG. 24 shows a normal map for the suction period t2 stored by the engine ECU 74.
- the engine ECU 74 stores a map showing the same tendency as in FIG. 24 for the reduction period t 3, the suction current I 1, and the holding current I 2. According to those maps, the suction period t 2, the reduction period t 3, the suction current I 1 and the holding current I 2 are longer or larger as the intake pipe negative pressure PM is larger and the exhaust port pressure is smaller. Is set to an appropriate value.
- the map for deceleration and the map for acceleration set in the above steps 242 and 244 correspond to the normal map, which is the difference between the intake pipe negative pressure PM and the in-cylinder pressure in the transient state.
- This is a map modified in consideration of minutes. More specifically, the acceleration map is set so that the command current is smaller than that of the normal map in consideration of the delay in increasing the intake air amount, while the deceleration map is The command current is set to be larger than that of the normal map, taking into account the delay in reducing the amount of air.
- step 248 according to the map set as above, the intake pipe negative pressure PM An off period t1, a suction period t2, a decreasing period t3, a suction current I1 and a holding current I2 are calculated based on the pressure and the exhaust port pressure.
- the process of step 248 is completed, the process of step 224 is executed, and then the current routine is terminated.
- the command current when the exhaust valve 60 is opened is always set to an appropriate waveform based on the intake pipe negative pressure PM and the exhaust port pressure, regardless of the operation state of the internal combustion engine. Can be. For this reason, according to the system of the present embodiment, it is possible to always achieve excellent power saving characteristics and stable operability regardless of the operation state of the internal combustion engine.
- the engine ECU 74 executes the processing of the above step 2 32 so that the “pressure detecting means” described in claim 1 of the claims can execute the processing of the above step 2 48
- the "electromagnetic force adjusting means" described in claim 1 is realized by executing the method.
- the engine ECU 74 executes the processing of the above step 2 46, whereby the “load detecting means J” described in claim 6 of the claims makes the processing of the above step 2 28 The execution implements the “port pressure detection means” described in claim 7 of the claims.
- the engine ECU 74 executes the processing of the above steps 23 and 23, whereby the “transient state detecting means” described in claim 8 of the claims is executed by the engine ECU 74.
- the “electromagnetic force adjusting means” described in claim 8 is realized by executing the processing of 42, 244, and 248.
- the command current may be set to a predetermined waveform when the internal combustion engine is accelerated and decelerated, respectively.
- the exhaust port pressure is considered, but the present invention is not limited to this, and the exhaust port pressure is not considered. May be set to the command current.
- the exhaust port pressure is directly detected. However, the exhaust port pressure may be indirectly detected based on the engine speed NE, the intake pipe negative pressure PM, and the like.
- the finger current at the time of opening the exhaust valve is adjusted based on the in-cylinder pressure and the like, but the application of the present invention is not limited to this.
- the command current when the exhaust valve is closed and the command current when the intake valve is opened or closed may be adjusted based on the in-cylinder pressure and the like.
- the in-cylinder pressure of the internal combustion engine is indirectly detected based on the intake pipe negative pressure PM.
- the present invention is not limited to this. If an air flow meter for detecting the air flow is provided, the cylinder pressure may be estimated by a similar method based on the intake air flow instead of the suction pipe negative pressure PM.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- General Physics & Mathematics (AREA)
- Magnetically Actuated Valves (AREA)
- Valve Device For Special Equipments (AREA)
- Reciprocating, Oscillating Or Vibrating Motors (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP99900149A EP1048826A4 (en) | 1998-01-12 | 1999-01-08 | CONTROL DEVICE FOR AN ELECTROMAGNETIC ACTUATED VALVE |
BR9906914-8A BR9906914A (pt) | 1998-01-12 | 1999-01-08 | Aparelho de controle para válvula solenóide |
US09/600,086 US6477993B1 (en) | 1998-01-12 | 1999-01-08 | Control device for solenoid driving valve |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP10/3972 | 1998-01-12 | ||
JP397298 | 1998-01-12 | ||
JP05235698A JP3695118B2 (ja) | 1998-01-12 | 1998-03-04 | 電磁駆動弁の制御装置 |
JP10/52356 | 1998-03-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1999035375A1 true WO1999035375A1 (fr) | 1999-07-15 |
Family
ID=26337654
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1999/000038 WO1999035375A1 (fr) | 1998-01-12 | 1999-01-08 | Dispositif de commande pour une electrovanne |
Country Status (7)
Country | Link |
---|---|
US (1) | US6477993B1 (ja) |
EP (1) | EP1048826A4 (ja) |
JP (1) | JP3695118B2 (ja) |
KR (1) | KR100417541B1 (ja) |
CN (1) | CN1288501A (ja) |
BR (1) | BR9906914A (ja) |
WO (1) | WO1999035375A1 (ja) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4281246B2 (ja) * | 2000-12-21 | 2009-06-17 | トヨタ自動車株式会社 | 機関バルブの駆動制御装置 |
JP2002242708A (ja) * | 2001-02-14 | 2002-08-28 | Mikuni Corp | 内燃機関用直動弁の駆動装置 |
DE10261022A1 (de) * | 2002-12-24 | 2004-07-08 | Robert Bosch Gmbh | Verfahren und Steuereinrichtung zum Ansteuern von Gaswechselventilen zugeordneten Magnetventilen |
US8037853B2 (en) * | 2005-04-19 | 2011-10-18 | Len Development Services Usa, Llc | Internal combustion engine with electronic valve actuators and control system therefor |
US7270093B2 (en) * | 2005-04-19 | 2007-09-18 | Len Development Services Corp. | Internal combustion engine with electronic valve actuators and control system therefor |
US7243623B2 (en) * | 2005-07-05 | 2007-07-17 | Arvin Technologies, Inc. | Velocity control of exhaust valve actuation |
JP4577171B2 (ja) | 2005-09-22 | 2010-11-10 | トヨタ自動車株式会社 | スライディングモード制御装置 |
US7167792B1 (en) | 2006-01-23 | 2007-01-23 | Ford Global Technologies, Llc | Method for stopping and starting an internal combustion engine having a variable event valvetrain |
US7621126B2 (en) * | 2006-04-05 | 2009-11-24 | Ford Global Technoloigies, LLC | Method for controlling cylinder air charge for a turbo charged engine having variable event valve actuators |
US7562530B2 (en) * | 2006-04-05 | 2009-07-21 | Ford Global Technologies, Llc | Method for controlling an internal combustion engine having a variable event valvetrain |
US7458346B2 (en) * | 2006-04-05 | 2008-12-02 | Ford Global Technologies, Llc | Method for controlling valves of an engine having a variable event valvetrain during an engine stop |
WO2009148893A1 (en) * | 2008-06-02 | 2009-12-10 | Borgwarner Inc. | Passive pressure-responsive engine valve unseating |
US9243569B2 (en) * | 2012-04-04 | 2016-01-26 | Ford Global Technologies, Llc | Variable cam timing control during engine shut-down and start-up |
CN103511015A (zh) * | 2012-06-18 | 2014-01-15 | 金健 | 一种双线圈电动气门 |
CN105546197A (zh) * | 2016-02-29 | 2016-05-04 | 成都富临精工汽车零部件有限公司 | 一种带有弹性复位机构的电磁驱动器 |
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US2582886A (en) * | 1948-03-13 | 1952-01-15 | Baldwin Lima Hamilton Corp | Differential load weighing device |
DE3765744D1 (de) * | 1986-10-13 | 1990-11-29 | Audi Ag | Verfahren zum betrieb einer brennkraftmaschine. |
JPH01262348A (ja) * | 1988-04-13 | 1989-10-19 | Mitsubishi Electric Corp | 内燃機関の制御装置 |
US5394849A (en) * | 1993-12-07 | 1995-03-07 | Unisia Jecs Corporation | Method of and an apparatus for controlling the quantity of fuel supplied to an internal combustion engine |
US5636601A (en) * | 1994-06-15 | 1997-06-10 | Honda Giken Kogyo Kabushiki Kaisha | Energization control method, and electromagnetic control system in electromagnetic driving device |
JP3289553B2 (ja) * | 1995-07-07 | 2002-06-10 | トヨタ自動車株式会社 | 内燃機関の電磁駆動バルブ制御装置 |
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1998
- 1998-03-04 JP JP05235698A patent/JP3695118B2/ja not_active Expired - Fee Related
-
1999
- 1999-01-08 WO PCT/JP1999/000038 patent/WO1999035375A1/ja active IP Right Grant
- 1999-01-08 EP EP99900149A patent/EP1048826A4/en not_active Withdrawn
- 1999-01-08 CN CN99802113A patent/CN1288501A/zh active Pending
- 1999-01-08 KR KR10-2000-7007640A patent/KR100417541B1/ko not_active IP Right Cessation
- 1999-01-08 US US09/600,086 patent/US6477993B1/en not_active Expired - Fee Related
- 1999-01-08 BR BR9906914-8A patent/BR9906914A/pt not_active Application Discontinuation
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JPS62502056A (ja) * | 1985-07-05 | 1987-08-13 | アウディ アクチェンゲゼルシャフト | 内燃機関の運転方法 |
JPS63248907A (ja) * | 1987-03-14 | 1988-10-17 | アウディ アクチェンゲゼルシャフト | 内燃機関の吸気弁の作動方法 |
JPH0783012A (ja) * | 1993-09-14 | 1995-03-28 | Toyota Motor Corp | 電磁駆動式バルブ |
JPH10103091A (ja) * | 1996-09-24 | 1998-04-21 | Hitachi Ltd | エンジン制御装置 |
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Also Published As
Publication number | Publication date |
---|---|
KR100417541B1 (ko) | 2004-02-05 |
JPH11257036A (ja) | 1999-09-21 |
KR20010024850A (ko) | 2001-03-26 |
US6477993B1 (en) | 2002-11-12 |
BR9906914A (pt) | 2000-10-17 |
JP3695118B2 (ja) | 2005-09-14 |
EP1048826A4 (en) | 2007-12-19 |
CN1288501A (zh) | 2001-03-21 |
EP1048826A1 (en) | 2000-11-02 |
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