Classifications

• • 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
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
• • 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
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
• • 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
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/02—Valve drive
  • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
  • F01L1/047—Camshafts
• • 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
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
• • 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
  • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
• • 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
  • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
• • 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
  • F02D13/06—Cutting-out cylinders
• • 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
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/12—Transmitting gear between valve drive and valve
  • F01L1/18—Rocking arms or levers
  • F01L2001/187—Clips, e.g. for retaining rocker arm on pivot
• • 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
  • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
  • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
  • F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
  • F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
  • F01L2001/3445—Details relating to the hydraulic means for changing the angular relationship
  • F01L2001/34453—Locking means between driving and driven members
• • 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
  • F01L2820/00—Details on specific features characterising valve gear arrangements
  • F01L2820/03—Auxiliary actuators
  • F01L2820/032—Electric motors
• • 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
  • F01L9/22—Valve-gear or valve arrangements actuated non-mechanically by electric means actuated by rotary motors
• • 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

• This invention relates to a valve train for an internal combustion engine. ::: ...
• Patent Document 1 ⁇ .
• the conventional technique is a multi-cylinder intake valve. Exhaust '; The air valve is driven by a single motor. It is necessary to install a cylinder cam. In this case, if the angular positions of the cams provided for driving different cylinders are close to each other, the cam shuff when switching the cam when driving the valve body in the swing drive mode. No : When the angle of rotation increases, problems occur. .,
• Fig. 2 8 (A) Fig. 2 8 C) shows an example in which two cams 1 0 0 and 1 0 2' corresponding to different cylinders are provided in one force muff : i 0.4: It is a schematic diagram.
• Cam 1 0 0 is an arc-shaped base circle that is coaxial with cam shaft 1 0 4.
• a part of 1 0 0 b is semi-radially turned outwards: “Nose 1.0 Forms Oa '10 Similarly, Cam 1 0 2 does not bulge a part of arc base circle 1 0 2 b coaxial with Cam Shaft 1 0: 4 outward in the radial direction.
• the nose 1 0, 2 a By forming the nose 1 0, 2 a: forming. Being being les., Force .: mu 1 0 0, .1 '
• the base circle .1. .0 b 1 0 2 The cam surface other than the surface of b '(including nose ⁇ 0 0 a ;, 1 02. a) is': Cam : Lifting part. 'I'm afraid.
• cam 1 0 0 and cam 1 0 2 are arranged at different angular positions as shown in ⁇ 2 8 (A) to Fig. 2'8 ('C).
• cam' 1 0 0 and cam 1.0 2 are: their nose 1 0 0 a and nose 1 0 2 ⁇
• the angle position is 1, '2' 0 °. ⁇ •• '25: The position placed on the ' ⁇ ' .: 1 0 ', 0 :: ', and cam 1 0 2 Angular position: ⁇ , ⁇ Force: Mujab.
• Fig. 28 (A) shows that when the valve body is driven to swing by the cam 100, the valve body is moved by using the cam head portion on the side close to the nose 1 0 2 a from the position of the nose 1 0 0 a. The case where it opens and closes is shown. In this case, the angle range of the cam head portion of the cam 100 and the angle range of the cam head portion of the cam 100 overlap each other, so that the valve body of one cylinder is driven by the cam 100. At the same time, the valve body of the other cylinder is driven by the cam 102, and there arises a problem that the phase (lift timing) and operating angle of the valve body of each cylinder cannot be controlled independently. For this reason, as shown in FIG.
• the camshaft 10 04 is rotated in the direction of the shortest distance between the noise 100 0 a and the nose 10 2 a.
• Camshaft 1 0 4 in the opposite direction It is necessary to rotate it greatly. The amount of rotation increases as the angular positions of the cam 100 and cam 102 become closer.
• the present invention has been made to solve the above-described problems, and has a configuration in which a cam for driving valve bodies of a plurality of cylinders is provided in a single cam shaft.
• the purpose is to achieve optimal control by increasing the degree of freedom in controlling the valve body of each cylinder.
• a first invention is a valve operating apparatus for an internal combustion engine in which a valve body provided in each cylinder is driven to open and close by a motor, and is driven to rotate by the motor.
• a cam shaft having a cam for driving the valve body, and a cam angle varying means for varying a relative angular position between the plurality of cams driven by the same motor.
• a normal rotation drive mode in which the valve body is driven by continuously rotating the cam shaft in one direction, and the valve body is driven by swinging the cam shaft.
• a control means for driving the motor by switching a mode between the swing drive mode and the cam angle changing means, wherein the cam angle varying means switches the relative angular position of the cam when the mode is switched. Is variable.
• the camshaft includes the cam for driving the valve body of two cylinders, and the cam corresponding to one cylinder is provided with the cam
• the camshaft and the second camshaft provided with the cam corresponding to the other cylinder are combined, and the cam angle varying means is configured so that the first camshaft and the second camshaft are relative to each other.
• the relative angular position of the cam provided on the first camshaft and the cam provided on the second camshaft can be varied by changing the target angular position.
• the first camshaft and the second camshaft are provided at a coupling portion, and in each of the forward rotation driving mode and the swing driving mode, An angle fixing means for fixing a relative angular position of the first cam shaft and the second force shaft is further provided.
• the angle fixing means is connected to a mouth pin provided on one of the first and second camshafts and to the other of the first and second camshafts. A first engagement hole and a second engagement hole with which the mouth pin is engaged, and in the forward rotation drive mode, the lock pin is engaged with the first engagement hole, thereby The relative angular position of the first cam shaft and the second force shaft is fixed.
• the first hook pin is engaged with the second engagement hole so that the first shaft is engaged.
• a relative angular position between the camshaft and the second camshaft is fixed.
• the engagement between the first or second engagement hole and the mouthpiece pin is released by supplying oil to the first or second engagement hole.
• Lock pin releasing means, and the lock pin releasing means includes a first pin and a second cam shaft, wherein the first pin and the second pin are arranged in accordance with a relative angular position between the first cam shaft and the second cam shaft.
• An oil passage that communicates with only one of the oil passages, and in the forward rotation drive mode, the oil passage communicates only with the first engagement hole.
• the first engagement hole and the mouth pin are disengaged by supplying the oil, and in the peristaltic drive mode, the oil passage communicates only with the second engagement hole, When switching to the forward drive mode, the oil passage To release the engagement between the second engagement hole and the mouthpiece pin.
• the valve body is an intake valve, and when the mode is switched from the forward drive mode to the swing drive mode, The valve opening timing of the valve element is variable in the retard direction. .
• the valve body is an exhaust.
• the valve is characterized in that when the mode is switched from the forward drive mode to the swing drive mode, the valve opening timing of the valve body is varied in the advance angle direction.
• a ninth invention is characterized in that, in any one of the second to eighth inventions, a hydraulic lash adjuster for adjusting a clearance between the valve body and the cam is provided.
• a mouth arm that transmits an acting force of the cam to the valve body.
• the motor is disposed at an end portion in a longitudinal direction of the cam shaft.
• the 12th invention is characterized in that, in any of the 2nd to 10th inventions, the motor is arranged on an upper portion of the camshaft.
• the internal combustion engine performs a fuel cut operation when the vehicle decelerates
• the cam angle varying means includes all cylinders during the fuel cut operation. The relative angular position of the cam is varied to a position where the valve body is closed.
• the camshaft includes an intake valve camshaft for driving the intake valve and an exhaust valve camshaft for driving the exhaust valve, and the cam angle
• the variable means is configured such that, during the fuel cut operation, at least one of the intake valve camshaft and the exhaust valve camshaft, the relative angle of the cam to a position where the valve bodies of all the cylinders are closed. The position is variable.
• the fifteenth aspect of the invention is the invention according to the first aspect of the invention, wherein the cam angle varying means is configured so that all of the intake valve camshaft and the exhaust valve force mushaft are used during the fuel cut operation.
• the relative angular position of the force is changed to a position where the valve body of the cylinder is closed, and the camshaft for the intake valve and
• the cam angle varying means is a position where the valve bodies of all the cylinders are closed in the exhaust valve camshaft during the fuel cut operation.
• a seventeenth invention is characterized in that, in the fifteenth or 1.6th invention, the some cylinders are two cylinders in which the pistons move in opposite directions.
• An eighteenth aspect of the invention is characterized in that, in the fifteenth or sixteenth aspect of the invention, the some cylinders are two cylinders whose crank angles are shifted by 180 degrees.
• the cam angle varying means is configured so that the opening angle of the valve body is the same in the two cylinders. The position is variable.
• the cam angle varying means is configured to adjust the valve body according to a required level of a vehicle speed of a vehicle on which the internal combustion engine is mounted. It is characterized by changing the opening amount.
• the relative angular position between the plurality of cams driven by the same motor can be varied, so that the degree of freedom of driving the valve body can be increased. Therefore, it is possible to perform control to close the valve bodies of all cylinders, control to open only the valve bodies of some cylinders, and the like. Therefore, the open / close state of the valve body can be optimally controlled.
• the relative angular position of the cam corresponding to each cylinder is changed.
• the relative angular positions of the cams of each cylinder can be separated in the dynamic drive mode.
• the camshaft has a cam for driving the valve bodies of two cylinders, the first camshaft provided with a cam corresponding to one cylinder, and the other camshaft. Since the camshaft is configured by coupling with the second camshaft provided with a cam corresponding to the cylinder, the relative angular position of the first camshaft and the second camshaft can be changed to The relative angular position of the cam corresponding to can be varied.
• the relative angular position of the first camshaft and the second camshaft can be fixed in each of the forward drive mode and the swing drive mode.
• the motor can be driven in the forward drive mode or the swing drive mode with the relative angular position of the cam corresponding to one cylinder fixed.
• the relative angular position of the first cam shaft and the second cam shaft is obtained by engaging the mouth pin and the first engagement hole or the second engagement hole. It can be fixed. Further, in the forward rotation drive mode, the hook pin is engaged with the first engagement hole, and in the peristaltic drive mode, the lock pin is engaged with the second engagement hole.
• the camshaft can be driven with the relative angular position of the force shaft of 2 fixed.
• the oil passage in the forward drive mode in which the lock pin is engaged with the first engagement hole, the oil passage is communicated only with the i-th engagement hole, and the lock pin is in the second engagement mode.
• the oil passage In the swing drive mode that engages with the joint hole, the oil passage communicates only with the second engagement hole, so when releasing the lock pin, only the engagement hole with which the hook pin is engaged is used. Oil can be supplied. Therefore, oil can be prevented from flowing out from the engagement hole where the lock pin is not engaged. It is possible to reliably suppress a decrease in hydraulic pressure when the pin is removed.
• the opening timing of the intake valve is varied in the retarded direction, so that the intake valve is opened.
• the valve timing can be separated from the top dead center position of the piston. Therefore, it is possible to reliably suppress the collision between the intake valve and the piston.
• the opening timing of the exhaust valve is varied in the advance direction.
• the timing can be separated from the top dead center position of the biston. Therefore, it is possible to reliably suppress the collision between the exhaust valve and the piston.
• the hydraulic lash adjuster for adjusting the clearance between the valve body and the cam since the hydraulic lash adjuster for adjusting the clearance between the valve body and the cam is provided, the clearance between the valve body and the cam can be minimized. This eliminates the need for a run-up section when the cam lifts the valve disc, and reduces the cam phase angle when lifting the disc disc. Therefore, the motor speed during the swing drive can be suppressed, and the motor power consumption can be minimized.
• the mouth kucker arm for transmitting the acting force of the cam to the valve body is provided, when the hydraulic lash adjuster is provided, the inertia when the valve body is operated can be reduced. Therefore, the motor driving load can be reduced.
• the motor is arranged at the end of the cam shaft in the longitudinal direction, the space in the height direction of the valve gear can be reduced, and the height of the internal combustion engine can be suppressed. Become. Therefore, especially in the case of a FF-driven vehicle, it is mounted on the vehicle with the internal combustion engine tilted. Therefore, it is possible to improve the mountability in the engine room by suppressing the height of the internal combustion engine. .
• the motor is arranged at the upper part of the camshaft, the space in the camshaft longitudinal direction of the valve operating device can be reduced, and the overall length of the internal combustion engine can be suppressed.
• the internal combustion engine is mounted vertically, so it is possible to improve the mountability in the engine room by reducing the overall length, and the internal combustion engine can be placed closer to the center of the vehicle. By disposing the vehicle, it is possible to improve the steering stability of the vehicle.
• the relative angular position of the cam is changed to the position where the valve bodies of all the cylinders are closed, so that the air flow to the exhaust passage is blocked. can do. Therefore, oxygen outflow to the catalyst can be suppressed, and catalyst deterioration can be suppressed.
• valve bodies of all the cylinders can be closed in at least one of the intake valve camshaft and the exhaust valve camshaft ⁇ , the flow of air to the exhaust passage is blocked. can do.
• At least one of the intake valve camshaft and the exhaust valve force mushaft closes the valve bodies of all the cylinders, and the other camshaft only includes the valve bodies of some cylinders. Since the relative angular position of the cam is changed to the position where the cylinder opens, gas can be taken in and out of the cylinder in some of the cylinders. As a result, a bombing job can be generated and an engine brake can be generated.
• the valve bodies of all the cylinders can be closed in the exhaust valve camshaft, and the flow of air to the exhaust passage can be blocked.
• the relative angular position of the cam is changed to a position where only the valve body of some cylinders is open, so in some cylinders gas is supplied between the cylinder and the intake passage. It can be taken in and out. As a result, the pumping work can be generated and the engine brake can be generated.
• the seventh aspect of the invention since only the valve body of the two cylinders in which the piston moves in the opposite direction is opened, the gas discharged from one cylinder can be sucked into the other cylinder, Gas can be exchanged between cylinders.
• the gas discharged from one cylinder can be sucked into the other cylinder. Can exchange gas between two cylinders.
• the opening amount of the valve body is the same in the two cylinders that open the valve body, when the gas is exchanged between the two cylinders, the flow from one cylinder to the other cylinder is excessive. Gas can be sent without a shortage, and it is possible to suppress the generation of excessive gas in the gas path and to prevent the occurrence of unnecessary negative pressure.
• the engine brake force is controlled according to the required level of the vehicle speed in order to change the opening amount of the valve body according to the required level of the vehicle speed of the vehicle on which the internal combustion engine is mounted.
• FIG. 1 is a schematic diagram showing the configuration of a system provided with a valve operating apparatus for an internal combustion engine according to each embodiment of the present invention.
• FIG. 2 is a schematic diagram showing a configuration around an intake valve and a valve operating apparatus in the first embodiment.
• FIGS. 3 (A) and 3 (B) are schematic views showing a state in which the intake valve is driven by the cam.
• FIG. 4 is a schematic diagram showing the relationship between the engine speed and output torque of the internal combustion engine and the drive mode of the cam.
• FIG. 5 is a schematic diagram showing in detail the configuration of the camshaft for driving the intake valves of # 4 and # 6 cylinders in the first embodiment.
• FIGS. 6 (A) and 6 (B) are schematic views showing the end face of the flange portion provided on the camshaft.
• FIGS. 7 (A) and 7 (B) are schematic diagrams showing the positional relationship between the # 4 cylinder cam and the # 6 cylinder cam provided on the camshaft.
• -Fig. 8 is a schematic diagram showing a cross-section along the alternate long and short dash line I-I 'in Fig. 7 (A).
• FIG. 9 is a schematic view showing a state in which oil is supplied to the hole in which the lock pin is inserted and the engagement between the lock pin and the hole is released.
• FIG. 10 (A) and FIG. 10 (B) are schematic views showing a cross section at a position along the alternate long and short dash line I I and I I ′ in FIG.
• FIG. 11 is a schematic diagram showing a configuration around an intake valve and a valve operating apparatus in the second embodiment.
• FIG. 12 is a schematic diagram showing in detail the configuration of a camshaft for driving the # 5 and # 7 cylinder intake valves in the second embodiment.
• FIGS. 1 (A) and 1 (B) are schematic views showing the end face of the flange portion provided on the camshaft.
• FIGS. 14 (A) and 14 (B) are schematic diagrams showing the positional relationship between the cam for the # 5 cylinder and the cam for the # 7 cylinder provided on the camshaft.
• Figures 15 (A) and 15 (B) show the cross section at the thrust position where the oil passage is provided, as shown in Figures 10 (A) and 10 (B). It is a schematic diagram.
• FIG. 16 is a schematic diagram showing the relationship between the lift amount of the intake and exhaust valves and the crank angle.
• FIG. 17 is a schematic diagram showing an example in which a hydraulic lash adjuster is provided at the fulcrum of the mouth-cker arm. .
• Fig. 18 is a diagram showing an example in which the motor of the valve gear is arranged on the camshaft.
• FIG. 6 is a schematic diagram showing an example in which the angle is smaller than 0 °.
• FIG. 20 (A) and FIG. 20 (B) are diagrams schematically showing the control of the intake valve and the exhaust valve performed in the third embodiment.
• FIG. 21 is a schematic diagram showing the configuration around the valve gear that drives the exhaust valve in the third embodiment.
• FIG. 22 is a schematic diagram showing in detail the configuration of the camshaft that drives the exhaust valve in the third embodiment.
• FIGS. 2 3 (A) and 2 3 (B) are schematic views showing the end face of the flange portion provided in the cam shaft for driving the exhaust valve in the third embodiment.
• FIGS. 24 (A) and 24 (B) are schematic views showing the positional relationship of cams provided in the cam shaft for driving the exhaust valve in the third embodiment.
• FIG. 25 is a schematic diagram showing the configuration around the valve gear that drives the intake valve in the third embodiment.
• FIG. 26 is a schematic diagram showing a state in which gas is exchanged between the # 1 cylinder and the # 2 cylinder in the third embodiment.
• FIG. 27 is a timing chart showing the control method of the intake valve and the exhaust valve in the third embodiment.
• FIG. 28 (A), Fig. 28 (B) and Fig. 28 (C) are used to explain the adverse effects of providing a cam for multiple cylinders on one force shaft.
• FIG. 1 is a schematic diagram showing a configuration of a system including a valve operating apparatus for an internal combustion engine according to each embodiment of the present invention.
• An intake passage 12 and an exhaust passage 14 communicate with the internal combustion engine 10.
• the intake passage 12 is provided with an air filter 16 at its upstream end.
• the air filter 16 is assembled with an intake air temperature sensor 18 that detects the intake air temperature T HA (that is, the outside air temperature).
• An air outlet meter 20 is disposed downstream of the air filter 16.
• a stall valve 22 is provided downstream of the air flow meter 20.
• a throttle sensor 2 4 that detects the throttle opening TA, and the idle switch that turns on when the throttle valve 2 2 is fully closed. 2 6 and are arranged.
• a surge tank 28 is provided downstream of the throttle valve 22.
• the internal combustion engine 10 is provided with a fuel injection valve 30 that injects fuel into the combustion chamber (cylinder).
• the fuel injection valve 30 may inject fuel toward the intake port.
• the internal combustion engine 10 includes an intake valve 3 2 and an exhaust valve 3 4.
• a valve operating device 3 6 for driving the intake valve 3 2 is connected to the intake valve 3 2.
• a valve operating device 3 8 for driving the exhaust valve 3 4 is connected to the exhaust valve 3 4.
• each cylinder of the internal combustion engine 10 is provided with a piston 44.
• the piston 44 is connected to a crankshaft 47 that is rotationally driven by the reciprocating motion.
• Vehicle drive trains and catchers air conditioner compressors, onoretanators, tonnec converters, power steering
• the vehicle drive system is connected to the crankshaft 47 through a transmission (torque converter, not shown in FIG. 1).
• the crankshaft 47 serves as an input shaft to the tonrec converter, and the output shaft of the tonrec converter is connected to the drive wheels via a differential gear.
• a crank angle sensor 48 for detecting the rotation angle of the crankshaft 47 is attached in the vicinity of the crankshaft 47.
• the crank angle sensor 48 can detect the rotation speed of the crankshaft 47 (rotation speed of the input shaft of the torque converter), that is, the engine rotation speed.
• a water temperature sensor 49 for detecting the cooling water temperature is attached to the cylinder block of the internal combustion engine 10.
• An upstream side catalyst (start catalyst list) 4 2 and a downstream side catalyst (NO x storage catalyst) 4 4 are arranged in series in the exhaust passage 14.
• the upstream side catalyst 4 2 is a relatively small-capacity catalyst and is located close to the internal combustion engine 10, so the temperature is raised to the activation temperature in a short time such as when the engine is cold started, Then, exhaust purification is performed immediately after starting.
• the downstream catalyst 44 is a catalyst having a larger capacity than the upstream catalyst 42, and plays a central role in exhaust purification after being warmed up.
• the upstream side catalyst 4 2 and the downstream side catalyst 4 4 selectively absorb (absorb) NO x in the exhaust gas when the inflowing exhaust air-fuel ratio is lean, and store (storing) NO x in the exhaust gas. when the air-fuel ratio becomes stoichiometric or Li Tutsi air, it is to reduce and purify using reducing components in the exhaust gas NO x that are occluded (HC, CO).
• the upstream side catalyst 4 2 and the downstream side catalyst 4 4 are oxidized by holding (occluding) oxygen contained in the gas flowing through the exhaust passage 1 4, and a reducing component is contained in the exhaust gas. Is brought into a reduced state by releasing oxygen.
• an air-fuel ratio sensor (A, ZF sensor) 4 5 is disposed upstream of the upstream side catalyst 4 2.
• the air-fuel ratio sensor 45 is a sensor that detects the oxygen concentration in the exhaust gas, and is an air-fuel mixture that is subjected to combustion in the internal combustion engine 10 based on the oxygen concentration in the exhaust gas flowing into the upstream catalyst 42. It detects the air-fuel ratio.
• an O 2 sensor 46 is disposed downstream of the upstream catalyst 42.
• ⁇ 2 Sensor 4 6 is a sensor for detecting whether the oxygen concentration in the exhaust gas is larger or smaller than the predetermined value.
• the predetermined sensor is used. Generates an output higher than the voltage (eg, 0.45 V), and when the exhaust air-fuel ratio becomes leaner than the stoichiometric fuel, produces an output below the specified voltage. Therefore, according to the 0 2 sensor 4 6, the fuel rich exhaust gas (exhaust gas containing HC and CO) or the fuel lean exhaust gas (exhaust gas containing NO x ) is disposed downstream of the upstream catalyst 42. ) Can be judged.
• the control device of this embodiment includes an electronic control unit (ECU) 40.
• ECU electronice control unit
• the E CU40 has a KCS sensor that detects the occurrence of knocking, as well as the throttle opening, engine speed, exhaust temperature, Various sensors (not shown) for detecting temperature, lubricating oil temperature, catalyst bed temperature, etc. are connected.
• each of the actuators and sensors provided in the above-described fuel injection valve 30 and valve gears 3 6 and 3 8 are connected to E C U 40.
• FIG. 2 is a schematic diagram showing the configuration around the valve operating device 36 and the valve operating device 38, and mainly shows the configuration around the cylinder head.
• the internal combustion engine 10 of the present embodiment is composed of V-type 6 cylinders, and 3 cylinders # 1, # 3, and # 5 are arranged in one bank 4 6 and 3 cylinders # 2, # 4, and # 6 Is located in the other bank 48.
• the bank 4 6 and the bank 4 8 are each provided with a valve operating device 3 6 for driving the intake valve 3 2 and a valve operating device 3 8 for driving the exhaust valve 3 4.
• the configuration of the valve operating apparatus 36 will be mainly described.
• the valve operating apparatus 36 and the valve operating apparatus 38 basically have the same configuration.
• each cylinder of the internal combustion engine 10 is provided with two intake valves 3 2 and two exhaust valves 3 4.
• the valve gear 3 6 disposed in the bank 46 is composed of two devices (valve gear 3 6 A, valve gear 3 6 B). Further, the valve gear 36 arranged in the bank 48 is composed of two devices (the valve gear 3 6 C and the valve gear 3 6 D).
• the valve gear 3 6 A drives the intake valve 3 2 provided in the # 1 cylinder
• the valve device 3 6 8 drives the intake valve 3 2 provided in the # 3 cylinder and the # 5 cylinder.
• the valve gear 3 6 C drives the intake valve 3 2 provided in the # 2 cylinder
• the valve drive device 3 60 drives the intake valve 3 2 provided in the # 4 cylinder and the # 6 cylinder.
• the valve operating device 36 A includes an electric motor (hereinafter referred to as a motor) 50 A as a drive source, a gear train 52 A as a transmission mechanism that transmits the rotational motion of the motor 50 A, And a camshaft 5 4 for converting the rotary motion transmitted from the gear train into a linear opening / closing motion of the intake valve 3 2.
• a motor electric motor
• gear train 52 A as a transmission mechanism that transmits the rotational motion of the motor 50 A
• camshaft 5 4 for converting the rotary motion transmitted from the gear train into a linear opening / closing motion of the intake valve 3 2.
• valve gear 36 B includes a motor 50 B, a gear train 52 B, and a cam shaft 56.
• the valve gear 3 6 C includes a motor 50 C, a gear train 52 C, and a camshaft 58
• valve gear 3 6 D includes a motor 50 D, a gear train 52 D, and a camshaft. G 60. Gear train 5 2 B, 5 2 C,
• the configuration of 5 2 D is the same as that of the gear train 5 2 A.
• a DC brushless motor capable of controlling the rotational speed is used.
• the motors 50 A, 50 B, 50 C, 50 D have built-in position detection sensors such as a resolver and a rotary encoder for detecting their rotational positions.
• Cams 6 4 that rotate integrally with 58, 60 are provided.
• the gear train 52 A transmits the rotation of the motor gear 68 A attached to the output shaft of the motor 50 A to the cam drive gear 62 of the cam shaft 54.
• the gear train 5 2 A may be configured such that the motor gear 6 8 A and the force drive gear 6 2 rotate at the same speed, and the cam drive gear with respect to the motor gear 6 8 A.
• gear 6 2 may be configured to increase or decrease the speed.
• gear trains 5 2 B, 5 2 C and 5 2 D indicate the rotation of the motor gear mounted on the output shafts of the motors 50 0 B, 50 C and 50 0 D. , 5 8 and 60 transmitted to cam drive gear 62.
• camshaft 54 is located above # 1 cylinder intake valve 3 2, and two cams 6 4 provided on camshaft 5 4 drive # 1 cylinder intake valve 3 2 to open and close Is done.
• Camshaft 5 6 is # 3,
• cam shaft 5 8 is located at the top of # 2 cylinder intake valve 3 2, and the two cams 6 4 provided on cam shaft 5 8
• # 2-cylinder intake valve 3 2 is opened and closed.
• the camshaft 60 is arranged above the intake valves 3 and 2 of the # 4 and # 6 cylinders.
• the four cams 6 4 provided on the camshaft 60 and the intake valves 3 of the # 4 and # 6 cylinders 2 is opened and closed.
• the intake valve 32 may be directly driven by the cam 64, or may be driven via the mouth-cker arm.
• Cam 6 4 is coaxial with cam shaft 5 4 ⁇ 60 It is formed as a kind of plate cam in which a part of an arc-shaped base circle 64b is expanded radially outward to form a nose 64b.
• the profile of the cam 64 is set so that a negative curvature does not occur over the entire circumference, that is, a convex curved surface is drawn outward in the radial direction.
• each intake valve 3 2 includes a valve shaft 3 2 a.
• Each intake valve 3 2 is urged toward the cam 64 by the compression reaction force of the valve spring (not shown).
• the base circle 6 4 b of the cam 64 and the contact member on the intake valve 32 side (the rocker arm roller) In the case of direct stroke type, when the intake valve 3 2 is facing the retainer provided at the end of the intake valve 3 2, the intake valve 3 2 is in close contact with the valve seat (not shown) of the intake port. The intake port is closed.
• FIG. 3 (A) and 3 (B) show the two drive modes of the cam 64.
• FIG. In the drive mode of cam 64 motor 5 OA to 50 D is continuously rotated in one direction, and cam 6 4 is in the maximum lift position as shown in Fig. 3 (A), that is, cam 6 4 Forward drive mode in which the nose 6 4 a continuously rotates in the forward direction (in the direction of the arrow in Fig. 3 (A)) beyond the position where the nose 6 4 a contacts the contact member on the intake valve 3 2 side, and forward drive There is a swing drive mode in which the cam 64 is reciprocated as shown in Fig. 3 (B) by switching the rotation direction of the motors 50 A to 50 D before reaching the maximum lift position in the mode.
• the operating angle and lift timing of the intake valve 32 are controlled by varying the rotational speed of the cam 64 with respect to the rotation of the crankshaft.
• the cam 6 4 By controlling the angle range in which the valve swings, the maximum lift amount, operating angle, and lift timing of the intake valve 32 can be controlled.
• FIG. 4 is a schematic diagram showing the relationship between the engine speed and output torque of the internal combustion engine 10 and the drive mode of the cam 64.
• the drive mode of the cam 64 is properly used in association with the engine speed and the output torque.
• the oscillating drive mode is selected in the low rotation range
• the forward rotation drive mode is selected in the high rotation range.
• control is performed to reduce the lift amount and operating angle of the intake valve 3 2 in the low engine speed range, and increase the lift amount and operating angle of the intake valve 3 2 in the high engine speed range. It is possible to send the optimal amount of air according to the number and output torque into the engine cylinder.
• FIG. 5 is a schematic diagram showing the configuration of the camshaft 60 in detail.
• the camshaft 60 is composed of a camshaft 60A and a camshaft 60B.
• Camshaft 6 O A is equipped with two cams 6 4 that drive each intake valve 3 2 of # 4 cylinder.
• the camshaft 6 OB also includes two cams 6 4 that drive the intake valves 3 2 of the # 6 cylinder.
• the camshaft 5 6 that drives the # 3 and # 5 cylinder intake valves 3 2 is also composed of two camshafts, similar to the camshaft 60.
• the camshaft 60 A is provided with a flange 66 at the end thereof.
• the camshaft 6 OB is provided with a flange portion 68 at its end.
• Camshaft 6 OA flange 6 6 has a hole 6 7 force S in its center.
• the flange portion 68 of the cam shaft 60 B is provided with a shaft 69 that protrudes from the center toward the cam shaft 60 A.
• the camshaft 6 OA and camshaft 6 OB are integrated when the shaft 6 9 is rotatably fitted in the hole 6 7 and the end faces of the flange portion 6 6 and the flange portion 6 8 are in contact with each other. .
• FIG. 6 (A) and 6 (B) are schematic views showing the end faces of the flange portions 6 6 and 6 8, FIG. 6 (A) shows the end face of the flange portion 6 6, and FIG. The end face of flange section 6 8 is shown.
• the end face of the flange portion 6 6 is composed of a reference surface 6 6 A and a protruding surface 6 6 protruding toward the camshaft 60 B side with respect to the reference surface 6 6 A. B is provided. Steps 6 6 C and 6 6 D are provided at the boundary between the reference surface 6 6 A and the protruding surface 6 6 B.
• the end surface of the flange portion 68 is a reference surface 6 8 A and a protruding surface that protrudes toward the camshaft 60 A relative to the reference surface 68 A.
• Steps 6 8 C and 6 8 D are provided at the boundary between the reference surface 6 8 A and the protruding surface 6 8 B.
• FIG. 6 (A) two holes 70 and 72 are provided in the reference surface 6 6 A of the flange portion 6 6.
• a single hook pin 74 is provided on the protruding surface 68 B of the flange portion 68.
• the lock pin 74 is provided so as to protrude from the protruding surface 68B to the camshaft 60A side.
• the distance between the center of the shaft 69 and the center of the lock pin 74 is the same as the distance between the center of the hole 70 or the hole 72 and the center of the hole 67.
• the inner and outer diameters of both are specified so that the lock pins 74 can be fitted into the holes 70 and 72. Therefore, when the shaft 6 9 is fitted in the hole 6 7, the hole 70 or the hole 7 2 and the hole 7 7 and the hole 7 7 are aligned on the condition that the angular position of the hole 70 or the hole 7 2 matches. On the other hand, the lock pin 74 can be fitted.
• FIG. 7 ( ⁇ ) and Fig. 7 ( ⁇ ) show the cam 6 4 provided on cam shaft 60 A and cam shaft 60 0 B when cam shaft 60 0 and cam shaft 60 B are connected.
• FIG. 6 is a schematic diagram showing the positional relationship with a force force 64 provided.
• FIGS. 7A and 7B show a state in which the camshaft 60 is viewed from the direction of the arrow X shown in FIG. Fig. 7 (A) shows a state where the lock pin 7 4 is inserted into the hole 70
• Fig. 7 (B) shows a state where the lock pin ⁇ 4 is inserted into the hole 72. Yes.
• the state shown in FIG. 7A is set when the intake valve 32 is driven to open and close in the forward rotation drive mode.
• Fig. 7 (A) when the lock pin 7 4 is inserted into the hole 70, the nose 6 4 a of the cam 4 4 for the # 4 cylinder provided in the cam shaft 6 OA and the cam shaft
• the angular position of the No. 6 cylinder force 6 4 nose 6 0 a provided in the cylinder 60 B is set to a position separated by 120 °.
• the crankshaft rotates 240 ° between the # 4 cylinder intake stroke and the # 6 cylinder intake stroke.
• the motor 50 0 D of the valve gear 3 6 D is driven so that the ratio of the rotational speed of the camshaft 60 and the rotational speed of the crankshaft becomes 1: 2
• the # 4 cylinder intake stroke # Camshaft 6 0 rotates 120 ° during the intake stroke of the 6th cylinder. Therefore, the camshaft 60 is rotated in the direction of the arrow shown in FIG.
• the # 4 and # 6 cylinder intake valves 3 2 can be opened and closed in accordance with the intake strokes of the # 4 and # 6 cylinders.
• the rotation speed of the camshaft 60 is changed with reference to the state where the ratio of the rotation speed of the camshaft 60 to the rotation speed of the crankshaft is 1: 2.
• the operating angle and lifting timing when the intake valve 32 is lifted can be made variable.
• the nose 6 4 a of the cam 6 4 for the # 4 cylinder provided on the camshaft 60 A and the # 6 cylinder provided on the camshaft 60 B Define the position of the cam 6 4 so that the angular position of the cam 6 4 and the nose 6 0 a is separated by 180 °.
• the force when driving the intake valve 32 of the other cylinder The amount of rotation can be reduced compared to the case of Fig. 28 (A) to Fig. 28 (C). More specifically, the angular position between the nose 6 4 a of the cam 6 4 for the # 4 cylinder and the nose 6 0 a of the cam 6 4 for the 6 cylinder provided on the camshaft 60 B By setting the angle to 180 °, the amount of rotation of the camshaft 60 can be reduced by about 60 ° compared to the cases of Fig. 28 (A) to Fig. 28 (C). Therefore, when driving the intake valve 32 in the swing drive mode, the power consumption of the motor 50 D can be greatly reduced.
• FIG. 8 is a schematic diagram showing a cross-section along the alternate long and short dash line I — I ′ in FIG. 7 (A), showing the vicinity of the connecting portion between the cam shaft 60 A and the cam shaft 60 B. Yes.
• the hole 6 7 provided in the flange portion 6 6 and the shaft 69 provided in the flange portion 68 are fitted in a rotatable manner.
• the lock pin 74 is inserted into a storage hole 68 E provided in the flange portion 68.
• a compression panel 7 6 is inserted between the lock pin 7 4 and the bottom of the storage hole 6 S E.
• An oil passage 78 is connected to the holes 70 and 72 provided in the flange portion 6 6. As shown in Fig. 6 (A) and Fig. 6 (B) and in Fig. 7 (A) and Fig. 7 (B), the oil passages 7 8 are connected to the holes 6 7 to 7 0 and 7 2 respectively. It extends radially towards.
• the camshaft 60 B is provided with a oil passage 79 along the central axis of rotation, and at the end of the oil passage 79, the outer periphery of the shaft 69 An oil passage 7 7 is provided toward the end.
• oil passage 7 7 is provided toward the end.
• Oil is supplied to the oil passage 79 at a predetermined pressure by an oil pump.
• the oil supplied to the oil passage 7 9 is supplied to the hole 70 and the hole 7 2 through the oil passage 7 7 and the oil passage 7 8.
• Fig. 8 shows a state where no oil pressure is applied.
• the lock pin 74 is inserted into the hole 70 of the flange 66 by the pressing force of the compression spring 76.
• the relative rotational positions of the camshaft 60 A and the camshaft 60 B are set to the state shown in FIG. 7 (A).
• FIG. 9 shows a state where oil is supplied to the hole 70 via the oil passage 7 9, the oil passage 7 7, and the oil passage 7 8, and hydraulic pressure is applied.
• the hole 70 is filled with oil, and the lock pin 74 is stored in the storage hole 68 E by hydraulic pressure.
• the upper surface of the lock pin 74 is more concave than the protruding surface 6 8 B of the flange portion 68. Accordingly, the lock pin 74 is disengaged from the hole 70 or the hole 72, and the cam shaft 60A and the cam shaft 60B can be relatively rotated.
• FIG. 10 (B) are schematic diagrams showing a cross-section at a position along the alternate long and short dash line II — II ′ in FIG.
• FIG. 10 (A) corresponds to the state of FIG. 7 (A)
• FIG. 10 (B) corresponds to the state of FIG. 7 (B). That is, in FIG. 10 (A), the lock pin 74 is inserted into the hole 70, and in FIG. 10 (B), the lock pin 74 is inserted into the hole 72.
• the oil passage 77 is when the relative angular position of the camshafts 60 A and 60 B changes between the state shown in FIG. 10 (A) and the state shown in FIG. 10 (B).
• a cam drive gear 62 for driving the cam shaft 60 is provided on the cam shaft 60 B.
• the lock pin 74 and the hole 70 are engaged, and the step 6 6 C and the step 6 8 C come into contact with each other, whereby the rotation of the cam shaft 6 0 B rotates the cam shaft 60.
• the cam shaft 60 0 A and the cam shaft 60 0 B rotate in the direction of the arrow shown in FIG. 7 (A) (counterclockwise direction).
• the cam shaft 60 B can rotate relative to the cam shaft 60 A.
• the rotation direction of the output shaft of the motor 50 D is reversed, and the rotation of the output shaft is transmitted to the camshaft 60 B via the force drive gear 62, so that the motor 50 By the reverse driving of D, the camshaft 6 OB rotates clockwise in FIG. 7A with respect to the camshaft 6 OA.
• the cam spring 6 cam provided on the camshaft 6 OA is subjected to the valve spring reaction force of the # 4 cylinder intake valve 3 2, and there is no sliding resistance in the rotational direction of the camshaft 60A. The Therefore, when the lock pin 7 4 is disengaged from the hole 70 and the motor 50 D is reversed, the cam shaft 60 A rotates together with the cam shaft 60 B in the same direction. There is no.
• camshaft 56 when the intake valve 32 is driven in the swing drive mode, the relative position of the cam 64 is changed with respect to the forward drive mode.
• Camshaft 5 6 has # 3 cylinder cam 6 4 and # 5 cylinder cam 6 4 from # 3 cylinder intake stroke to # 5 cylinder intake stroke In the meantime, the crankshaft rotates 2400 °. Therefore, camshaft
• cam 6 4 and # 5 cylinder cam 6 4 In camshaft 5 6 by changing the relative angular position of the two camshafts so that the camshafts 5 and 4 are separated by 1800 degrees. The amount of rotation of the force mushaft 56 can be minimized.
• the relative position of the cam 64 is variable with respect to the forward drive mode. As a result, the power consumption of the motor 50 D that drives the camshaft 60 can be reduced, and the system efficiency can be increased.
• FIG. 11 is a schematic diagram showing the configuration around the valve operating device 36 and the valve operating device 38 according to the second embodiment, and mainly shows the configuration around the cylinder head.
• the internal combustion engine 10 of this embodiment is composed of V-type eight cylinders, and four cylinders # 2, # 4, # 6, and # 8 are arranged in one bank 80, and # 1, # 3, #. 5, 4 cylinders # 7 are located in the other bank 8 2.
• the bank 80 and the bank 8 2 are each provided with a valve gear 3 6 that drives the intake valve 3 2 and a valve gear 3 8 that drives the exhaust valve 3 4.
• valve operating device 36 will be mainly described, but the valve operating device 36 and the valve operating device 38 basically have the same configuration.
• each cylinder of the internal combustion engine 10 is provided with two intake valves 3 2 and two exhaust valves 3 4.
• the valve gear 36 located in the bank 80 is composed of two devices (valve gear 3 6 E, valve gear 3 6 F). Further, the valve operating device 36 arranged in the bank 82 is composed of two devices (the valve operating device 3 6 G and the valve operating device 3 6 H).
• the valve operating device 3 6 E drives the intake valve 3 2 provided in the # 2 cylinder and the # 4 cylinder, and the valve operating device 3 6 F drives the intake valve 3 2 provided in the # 6 cylinder and the # 8 cylinder.
• the # 1 and # 3 cylinders drive the intake valve 3 2, and the valve gear 3 6 ⁇ 1 drives the # 5 and # 7 cylinders.
• each of the valve gears 3 6 E, 3 6 F, 3 6 G, and 3 6 H has motors 50 0 E, 5 0 F, 5 0 G, It has 5 0 H.
• the rotational motion of the motor 50E is transmitted to the camshaft 84 via the gear train 52E.
• the rotational motion of the motor 5 OF is transmitted to the camshaft S6 via the gear train 52F.
• the rotational motion of the motor 50G is transmitted to the camshaft 88 via the gear train 52G.
• the rotational movement of the motor 50 H is transmitted to the camshaft 90 via the gear train 52 H.
• camshaft 84 is located at the top of # 2 and # 4 cylinder intake valves 32, and four cams 6 4 provided on camshaft 8 4 are used for # 2 and # 4 cylinders. Each intake valve 3 2 is driven to open and close.
• Camshaft 8 6 is located at the top of intake valves 32 of # 6 and # 8 cylinders. The four cams 6 4 provided on the shaft 8 6 open and close the intake valves 3 2 of the # 6 and # 8 cylinders.
• the camshaft 8 8 is arranged above the # 1 and # 3 cylinder intake valves 3 2, and the four forces 6 4 provided on the camshaft 8 8 cause # 1, #
• Each of the three-cylinder intake valves 32 is driven to open and close.
• the force shaft 9 0 is located at the top of the intake valves 3 2 of the # 5 and # 7 cylinders.
• the four cams 6 4 provided on the camshaft 90 are used to intake each of the # 5 and # 7 cylinders.
• Valve 36 is driven to open and close.
• the intake valve 32 of each cylinder is driven in the normal rotation drive mode or the swing drive mode. Therefore, as in the first embodiment, the lift amount and operating angle of the intake valve 32 of each cylinder can be freely varied. .
• FIG. 12 is a schematic diagram showing the configuration of the camshaft 90 in detail.
• the cam shaft 90 is composed of a cam shaft 90 A and a cam shaft 90 B.
• the camshaft 9 0 A has two cams 6 4 that drive each intake valve 3 2 of # 5 cylinder.
• the camshaft 90B is provided with two cams 6 4 that drive the intake valves 3 2 of the # 7 cylinder.
• Each of the camshaft 84, camshaft 86, and camshaft 88 is composed of two camshafts in the same manner as the camshaft 90.
• the cam shaft 9 OA is provided with a flange portion 66 at the end thereof.
• the cam shaft 90 B is provided with a flange portion 68 at its end.
• the flange portion 6 6 of the camshaft 90 A has a hole 6 7 at its center.
• the flange portion 68 of the force shaft 90 B is provided with a shaft 69 that protrudes from the center toward the cam shaft 90 A.
• Cam shaft 9 OA and force shaft 9 OB are fitted so that the shaft 6 9 can rotate in the hole 6 7
• the end surfaces of the flange portion 6 6 and the flange portion 68 are brought into contact with each other to be integrated.
• FIG. 13 (B) are schematic views showing the end faces of the flange portions 6 6 and 68 provided on the camshafts 90 A and 90 B.
• Fig. 13 (A) shows the end face of the flange 66 provided on the cam shaft 90 A
• Fig. 13 (B) shows the end face of the flange 68 provided on the cam shaft 90 B. It shows.
• the configuration of the end faces of the flange portions 6 6 and 6 8 is the same as the configuration of the first embodiment described with reference to FIGS. 6 (A) and 6 (B). That is, the flange portion 6 6 includes a reference surface 6 6 A and a protruding surface 6 6 B, and steps 6 6 C and 6 6 D are provided at the boundary between the reference surface 6 6 A and the protruding surface 6 6 B. Is provided. Similarly, the flange portion 6 8 includes a reference surface 6 8 A and a protruding surface 6 8 B. Steps 6 8 C and 6 8 are provided at the boundary between the reference surface 6 8 A and the protruding surface 6 8 B. D is provided.
• two holes 70 and 72 are provided in the reference surface 6 6 A of the flange portion 6 6.
• one protrusion pin 74 is provided on the projecting surface 68B of the flange portion 68.
• Lock pin 74 is provided so that it protrudes from the projecting surface 68B to the camshaft 90A side.As in the first embodiment, camshaft 9OA and camshaft 90B are connected. In this case, the cam shaft 9 OA and the cam shaft 90 B can rotate relative to each other when the mouth pin 74 is not inserted into the hole 70 or the hole 72.
• the lock pin 74 is inserted into either one of the holes 70 and 72, the relative rotational positions of the cam shaft 90A and the cam shaft 90B are fixed.
• Fig. 14 (A) and Fig. 14 (B) show the cam 6 4 provided on cam shaft 90 A and cam shaft 90 when cam shaft 90 A and cam shaft 90 B are connected.
• 6 is a schematic diagram showing a positional relationship with a cam 6 4 provided in B.
• Fig. 14 (A) and Fig. 14 (B) are the arrows shown in Fig. 12.
• Mark Shows camshaft 90 viewed from X direction.
• Fig. 14 (A) shows the state where the lock pin 7 4 is inserted into the hole 70
• Fig. 14 (B) shows the state where the lock pin 7 4 is inserted into the hole 72. Is shown.
• FIG. 14 (A) is set when the intake valve 32 is driven to open and close in the forward rotation drive mode.
• Fig. 1 4 (A) when the lock pin 7 4 is inserted into the hole 70, the cam 6 4 nose of the # 5 cylinder provided in the cam shaft 90 A 6 4 a And the angular position of the nose 6 0 a of the cam 7 4 for the # 7 cylinder provided on the cam shaft 90 B is set to a position separated by 45 °.
• the camshaft 90 is rotated in the direction of the arrow shown in Fig. 14 (A) (counterclockwise direction), and the relative angle between the cam 6 4 for the # 5 cylinder and the cam 6 4 for the # 7 cylinder
• the intake valves 32 of the # 5 and # 7 cylinders can be opened and closed in accordance with the intake stroke of the # 5 and # 7 cylinders.
• the angular position of cam # 6 of # 5 cylinder and # 7 cylinder is set to the state shown in Fig. 14 (A), it was explained in Fig. 28 (A) to Fig. 28 (C).
• the internal combustion engine 10 is composed of eight cylinders. Therefore, the relative angular positions of the two cylinder cams 6 4 provided in the camshaft 90 are different from those in the first embodiment. Is also close. Therefore, in the state of Fig. 14 (A) where the angular position of the cam 6 4 of the two cylinders is close, the rotation angle of the cam shaft 90 when switching the intake # 3 2 is as shown in Fig. 28 (A) to Fig. 2. 8 It becomes larger than the case of (C), and the power consumption of the motor further increases.
• the position is made variable.
• the nose 6 4 a of the cam 6 4 for the # 5 cylinder provided on the camshaft 90 A and the # 7 cylinder for the camshaft 90 B The position of the cam 64 is varied so that the angular position of the cam 64 nose 6 0 a is separated by 180 °.
• oil passages 78 are connected to the holes 70, 72 provided in the flange 66. ing. Further, like the camshaft 60 B of the first embodiment, the camshaft 90 B is provided with an oil passage 79 and an oil passage 77. mouth The mechanism for switching the engagement between the hook pin 7 4 and the holes 7 0, 7 2 is configured in the same manner as in the first embodiment.
• Fig. 15 (A) and Fig. 15 (B) are similar to Fig. 10 (A) and Fig. 10 (B) of the first embodiment, and are thrusters provided with oil passages 7 7 and 7 8. It is a schematic diagram showing a cross section at a position.
• Fig. 15 (A) corresponds to the state of Fig. 14 (A)
• Fig. 15 (B) corresponds to the state of Fig. 14 (B). That is, in FIG. 15 (A), the lock pin 74 is inserted into the hole 70, and in FIG. 15 (B), the lock pin 74 is inserted into the hole 72.
• the shape of the oil passage 77 is different from that of the first embodiment described in FIGS. 10 (A) and 10 (B).
• the oil passage 7 7 has the same width as the oil passage 7 8. Then, as shown in Fig. 15 (A), when the hole 70 is engaged with the lock pin 74, only the oil passage 7 8 connected to the hole 70 is connected to the oil passage 7 7. . Further, as shown in FIG. 15 (B), when the hole 72 is engaged with the lock pin 74, only the oil passage 7 8 connected to the hole 72 is connected to the oil passage 7 7. Therefore, when oil is supplied to the oil passage 79 in the state shown in FIG.
• the rotation angle of the cam shaft 90 B relative to the cam shaft 90 A is different from that in the first embodiment. Therefore, in the state shown in FIG.
• the protruding surface 6 8 B can not be covered. Therefore, when oil is supplied to both the hole 70 and the hole 72 at the same time as in the first embodiment, the oil flows out from the hole 70 to the outside of the force mesh 90. However, when releasing the lock pin 74, the desired oil pressure may not be obtained. is assumed.
• the oil passage 7 7 is configured so that oil is supplied only to the hole with which the lock pin 7 4 is engaged. Oil can be prevented from flowing out of the holes that are not. Accordingly, it is possible to reliably suppress a decrease in hydraulic pressure when the lock pin 74 is disengaged. In addition, by supplying oil only to the hole where the lock pin 7 4 is engaged, the amount of hydraulic oil can be reduced and the response when the lock pin 7 4 is disengaged can be improved. It is.
• the timing for releasing the engagement between the holes 70 and 72 and the lock pin 74 is the same as in the first embodiment.
• the force drive gear 62 for driving the cam shaft 90 is provided on the cam shaft 90 B.
• Camshaft 8 4 has # 2 cylinder cam 6 4 and # 4 cylinder cam 6 4 and # 2 cylinder intake stroke to # 4 cylinder intake stroke 2 7 0. Rotate. Therefore, if the ratio between the rotational speed of the force shaft 8 4 and the rotational speed of the crankshaft is 1: 2, the camshaft 8 4 between the intake stroke of the # 2 cylinder and the intake stroke of the # 4 cylinder Rotates 1 35 °. Therefore, in the forward rotation drive mode, the relative angular position between the # 2 cylinder cam 6 4 and # 4 cylinder cam 6 4 is 1 3 5.
• the intake valve 3 2 can be opened and closed in accordance with the intake strokes of the # 2 and # 4 cylinders.
• the relative force of the two camshafts ⁇ constituting the force shaft 8 4 is such that the # 2 cylinder cam 6 4 and the # 4 cylinder cam 6 4 are separated by 180 °.
• the rotation amount of the cam shaft 84 in the swing drive mode can be minimized.
• the relative angular position of the cam 64 in the forward drive mode and the relative angular position of the force 6 6 in the swing drive mode are This is the same as G.84.
• Fig. 16 is a schematic diagram showing the relationship between the lift amount of the intake valve 3 2 and the exhaust valve 3 4 and the crank angle. In the crank angle range from the exhaust stroke to the intake stroke, the intake valve The lift amount of 3 2 and exhaust valve 3 4 is shown. As shown in Fig. 16, as the crank angle advances, the exhaust valve 3 4 opens and closes first in the exhaust stroke. Then, the intake valve 32 starts to open at the timing before the crank angle reaches the top dead center (TDC) position of the piston 44, and the intake stroke is performed.
• TDC top dead center
• the position where the intake valve 3 2 is lifted is the top dead center side (the exhaust valve 3 4 lift position). If the intake valve 3 2 is lifted, it will collide with the piston 4 4. For this reason, when the relative rotational positions of the camshaft 90 A and the camshaft 90 B are varied, it is desirable that the lift position of the intake valve 32 be varied in the direction of retarding. As a result, the top dead center position of the piston 4 4 and the lift position of the intake valve 3 2 can be separated, and the collision between the piston 4 4 and the intake valve 3 2 can be reliably prevented.
• the camshaft 90B when changing from the forward drive mode to the swing drive mode, the camshaft 90B is rotated clockwise in FIG. 14 (A) with respect to the camshaft 90A.
• the rotation direction of the camshaft 90 B is opposite to the rotation direction in the normal rotation drive mode.
• the lift position of the # 7 cylinder intake valve 3 2 changes in the retard direction. Therefore, even when the relative rotational positions of the camshaft 90A and the camshaft 90B are varied, it is possible to reliably prevent the intake valve 3 2 and the piston 44 from interfering with each other.
• Embodiment 1 when changing from the forward drive mode to the oscillating drive mode, the cam shaft 60 0 B is set to the cam shaft 60 A in FIG. 7 (A).
• the camshaft 60 B is rotated counterclockwise with the rotation direction in the forward drive mode. For this reason, the lift position of the intake valve 32 of the # 6 cylinder changes in the retard direction. Therefore, even when the relative rotational positions of the camshaft 6 OA and the camshaft 60 B are varied, it is possible to reliably prevent the intake valve 32 and the piston 44 from interfering with each other.
• valve gear 3 6 that drives the intake valve 3 2 and the valve gear 3 8 that drives the exhaust valve 3 4 are configured in the same way, but in the valve gear 3 8 that drives the exhaust valve 3 4. Relative rotation of the two camshafts so that the lift position of the exhaust valve 3 4 does not retard the top dead center side, that is, the lift position of the exhaust valve 3 4 advances. It is preferable to change the position. Thereby, it is possible to reliably prevent the exhaust valve 3 4 and the piston 4 4 from interfering with each other.
• FIG. 17 is a schematic diagram showing an example in which a hydraulic lash adjuster is provided at the fulcrum of the mouth-cker arm when the intake valve 32 is driven by the rocker arm.
• the end of the valve shaft 3 2 a of the intake valve 3 2 is in contact with a pivot provided at one end of the mouthpiece arm 96.
• a biasing force of a valve spring (not shown) is acting on the valve shaft 3 2 a, and the mouth-cker arm 96 is biased upward by the valve shaft 3 2 a receiving the biasing force.
• the other end of the rocker arm 96 is rotatably supported by a hydraulic lash adjuster (HLA) 98.
• a roller 96 a is disposed at the center of the rocker arm 96.
• Camshafts 8 4, 8 6, 8 8 and 90 are arranged on the upper part of the roller 9 6a. According to the hydraulic lash adjuster 9 8, the tape clearance can be automatically adjusted by automatically adjusting the height direction of the rocker arm 9 6 by hydraulic pressure, and the clearance is set to 0. Can do. Accordingly, in FIG. 17, the cam 6 4 and the roller 9 6a of the cam shafts 84 to 90 are always in contact with each other.
• the tape clearance is 0, and the cam 64 and the roller 96 are always in contact with each other, so the running section is unnecessary. Therefore, by providing a hydraulic lash adjuster 9 8 The operating angle of the camshaft 8 4 to 90 can be reduced. As a result, the time required for lifting the intake valve 3 2 can be shortened, and when the intake valve 3 2 is driven in the swing drive mode, the rotation angle when the cam 6 4 is switched, It is possible to shorten the switching time.
• Embodiments 1 and 2 it is desirable to adjust the tap clearance by the hydraulic lash adjuster 98 to reduce the working angle of the cam 64. As a result, the degree of freedom of variable valve timing is increased and the driving amount of the motor 50 can be reduced, so that power consumption can be minimized.
• FIG. 18 shows the mode of the valve gear 3 6 F in the bank 80 of the second embodiment.
• FIG. 6 is a schematic diagram showing an example in which a 50 F is arranged on a camshaft 86.
• the cam drive gear 62 of the cam shaft 8 6 is provided at the end on the cam shaft 84 side.
• the internal combustion engine 10 is disposed vertically in the engine room so that it is preferable to suppress the overall length of the internal combustion engine 10 as much as possible. For this reason, when the internal combustion engine 10 is mounted on an FR-driven vehicle, it is desirable to place the motor 50 F on the camshaft 86 as shown in FIG.
• the overall length of the internal combustion engine 10 can be reliably suppressed. More preferably, it is desirable to place all motors 50 E to 5 OH on each camshaft 84 to 90. As a result, the overall length of the internal combustion engine 10 can be minimized.
• the motors 50 A to 50 D may be arranged on the cam shafts 54 to 60. Is preferred.
• the vibration is changed.
• the relative position of the cam 64 relative to the forward drive mode is made variable so that the cam shaft 90 in the swing drive mode It becomes possible to reduce the amount of rotation. This makes it possible to reduce the power consumption of the motor 50 H that drives the camshaft 90 and to increase the system efficiency.
• the relative angular position of the force cylinders 64 for the two cylinders is set to 180 ° in the swing drive mode, but the cams of the two cams 6 4 are used in the swing drive.
• the relative angle of the two cams 6 4 may be smaller than 180 ° within a range in which the heads do not overlap.
• Fig. 19 (A) and Fig. 19 (B) show the relative angles of the cam for the # 7 cylinder and the cam for the # 5 cylinder in the case of Fig. 14 (B). Less than ° (eg 1600 °) An example is shown.
• the swing will occur in the state shown in Fig. 19 (A).
• the # 7 cylinder intake valve 3 2 can be driven.
• the camshaft 90 is rotated in the direction of the arrow in FIG. 19 (A), and the camshaft is in the state shown in FIG. 19 (B).
• the # 5 cylinder intake valve 3 2 can be driven.
• the rotation angle of the cam shaft 90 during switching is reduced compared to the case where the relative angular position of the cam 6 4 for the # 7 cylinder and the cam for the # 5 cylinder is set to 180 °. It is possible. Therefore, it is preferable that the relative angle of the cams 64 of the two cylinders in the swing drive mode is preferably the smallest in a range where the cam head portions do not overlap.
• the oxygen storage amount of the catalysts 4 2 and 4 4 is appropriately controlled by driving the intake valve 3 2 and the exhaust valve 3 4 during fuel cut operation.
• the amount of oxygen stored in the catalysts 4 2 and 4 4 varies according to the operating state of the internal combustion engine 10. For example, when the control is performed to make the air-fuel ratio lean, the amount of oxygen in the exhaust gas increases, so the oxygen storage amount of the catalysts 4 2 and 4 4 increases. On the other hand, when the control is performed to switch the air-fuel ratio, the reduction component in the exhaust increases, and oxygen is released from the downstream side catalysts 42, 44, so the oxygen storage amount decreases. .
• a vehicle equipped with the internal combustion engine 10 performs a deceleration operation.
• control (fuel cut) to stop fuel supply from the fuel injection valve 30 is performed.
• fuel consumption can be improved.
• the oxygen adsorption amount of the catalysts 4 2, 4 4 is excessively increased, the catalyst 4 2, 4 4 deteriorates when the temperature of the catalyst 4 2, 4 4 becomes high.
• the fuel cut is mainly performed at the time of deceleration
• the predetermined intake valve 3 2 is opened.
• the engine generates moderate bombing work and applies the engine brake while running on fuel.
• FIG. 20 (A) and FIG. 20 (B) are diagrams schematically showing the control of the intake valve 3 2 and the exhaust valve 34 performed in the present embodiment.
• the internal combustion engine 10 of this embodiment includes four cylinders (# 1 to # 4). The four cylinders are arranged in series, and the explosion process is performed in the order of # 1 ⁇ # 3 ⁇ ⁇ # 4 ⁇ # 2.
• FIG. 20 (A) shows the control of the exhaust valve 34 performed during the fuel cut.
• FIG. 20 (B) shows the control of the intake valve 32 performed during the fuel force.
• the exhaust valve 3.4 is controlled so that the exhaust valves 34 of all the cylinders are closed during the fuel cut. This allows exhaust The flow of air to the passage 14 can be blocked, and the deterioration of the catalysts 4 2, 4 4 due to excessive oxygen supply can be reliably suppressed.
• the intake valve 3 2 is controlled to open only the intake valves 3 2 of the # 1 and # 2 cylinders. As a result, as will be described later in detail, a bombing work in which air flows between the cylinders # 1 and # 2 can be generated. Therefore, it is possible to generate braking force due to engine braking during fuel cut during deceleration.
• FIG. 21 is a schematic diagram showing the configuration around the exhaust valve 3 4 and the valve gear 3 8 that drives the exhaust valve 3 4.
• the valve gear 3 8 drives the exhaust valve 3 8 provided in all cylinders (# 1, # 2, # 3 and # 4 cylinders).
• the configuration around the intake valve 3 2 and the valve gear 3 6 will be described later.
• each cylinder of the internal combustion engine 10 is provided with two intake valves 3 2 and two exhaust valves 3 4.
• the valve operating device 3 8 includes a motor 1 1 6 as a drive source, a gear train 1 1 8 as a transmission mechanism that transmits the rotational motion of the motor 1 1 6, and exhausts the rotational motion transmitted from the gear train. And a camshaft 1 2 0 for converting into a linear opening / closing motion of the valve 3 4. The rotational motion of the motor 1 1 6 is transmitted to the force shaft 1 2 0 via the gear train 1 1 8.
• the camshaft 1 2 0 is composed of a camshaft 1 2 0 A and a force shaft 1 2 0 B.
• the force shift 1 2 OA is located at the top of the exhaust valves 3 and 4 of the # 1, # 2, and # 3 cylinders, and each of the # 1, # 2, and # 3 cylinders Six cams 6 4 that drive the exhaust valve 3 4 are provided.
• Camshaft 1 2 0.B is located at the top of # 4 cylinder exhaust valve 3 4 and # 2 cam 6 4 that drives each exhaust valve 3 4 of 4 cylinder I have.
• a cam drive gear 62 that rotates integrally with the cam shaft 120 A is provided on the outer periphery of the cam shaft 120 A.
• FIG. 22 is a schematic diagram showing the configuration of the camshaft 120 in detail.
• the cam shaft 120 A has a flange portion 66 at its end.
• the cam shaft 1 20 B is provided with a flange portion 68 at its end.
• the flange portion 6 6 of the camshaft 120 A has a hole 67 at its center.
• the flange portion 68 of the force shaft 1 20 B is provided with a shaft 69 that protrudes from the center toward the cam shaft 1 20 A.
• Cam shaft 1 2 0 A and cam shaft 1 2 0 B have shafts 6 9 fitted to holes 6 7 so that they can rotate, and the end surfaces of flange portions 6 6 and 6 8 are in contact with each other. Integrated.
• FIGS. 23 (A) and 23 (B) are schematic views showing the end surfaces of the flange portions 6 6 and 6 8 provided on the camshafts 1 2 0 A and 1 2 0 B, respectively.
• Fig. 23 (A) shows the end face of the flange portion 6 6 provided on the cam shaft 1 20 A
• Fig. 23 (B) shows the flange portion 6 8 provided on the cam shaft 1 20 B. The end face is shown.
• the configuration of the end faces of the flange portions 6 6 and 68 is the same as the configuration of the first embodiment described with reference to FIGS. 6 (A) and 6 (B). That is, the flange portion 6 6 includes a reference surface 6 6 A and a protruding surface 6 6 B, and steps 6 6 C and 6 6 D are provided at the boundary between the reference surface 6 6 A and the protruding surface 6 6 B. Is provided. Similarly, the flange portion 6 8 has a reference surface 6 8 A and a protruding surface 6 8 B, and the reference surface 6 8 A and Steps 6 8 C and 6 8 D are provided at the boundary with the protruding surface 6 8 B.
• Embodiments 1 and 2 two holes 70 and 7 2 are provided in the reference surface 6 6 A of one flange portion 6 6, but in Embodiment 3, the reference surface 6 6 A of the flange portion 6 6 is provided. Has only one hole 70. Further, as shown in FIG. 23 (B), one lock pin 74 is provided on the protruding surface 68B of the flange portion 68. The lock pin 74 is provided so as to protrude from the protruding surface 68B to the camshaft 120A side.
• camshaft 1 2 0 A and cam shaft 1 2 0 B are connected and mouthpiece pin 7 4 is not inserted into hole 70, force shaft 1 2 OA and cam shaft 1 2 0 B are Can be rotated.
• the mouth capping pins 74 are inserted into the holes 70, the relative rotational positions of the camshaft 120A and the force shaft 1220B are fixed.
• FIG. 24 (A) and Fig. 24 (B) show the cam 6 4 provided on cam shaft 1 2 0 A and cam shaft 1 when cam shaft 1 2 0 A and cam shaft 1 2 0 B are connected.
• FIG. 6 is a schematic diagram showing an angular position with respect to a cam 64 provided on 20 B.
• Figs. 24 (A) and 24 (B) show that the lift of the # 4 cylinder exhaust valve 3 4 changes according to the angular position of the cam 6 4 provided on the cam shaft 1 2 0 B. It shows a state.
• FIG. 24 (A) and FIG. 24 (B) show a state where the camshaft 1220 is viewed from the direction of the arrow X shown in FIG.
• FIG. 24 (A) shows a state in which the lock pin 74 is inserted into the hole 70
• FIG. 24 (B) shows a state in which the lock pin 74 and the hole 70 are disengaged. Show.
• the state shown in Fig. 24 (A) is set when the intake valve 32 is driven to open and close during normal operation (forward rotation drive mode or swing drive mode).
• the explosion stroke of each cylinder is performed at every crank angle of 180 °.
• Camshaft 1 2 0 is rotated once while crankshaft rotates twice. Therefore, every time the camshaft rotates 90 °, an explosion stroke is performed in each cylinder.
• FIG. 24 (A) in the normal operation state where the lock pin 7 4 is engaged with the hole 70, the cam 6 4 of each cylinder # 1 to # 4 is # 1 ⁇ # 9 ⁇ # 4 ⁇ # 2 in order. Are arranged at intervals.
• Fig. 24 (B) shows the disengagement between the lock pin 74 and the hole 70 in the state of Fig. 24 (A), and the cam shaft 1 2 0 B rotates relative to the cam shaft 1 2 0 A. Shows the state.
• the drive mechanism of the lock pin 74 is configured in the same manner as in the first and second embodiments, and the lock pin 74 is driven by the same method as in the first and second embodiments. That is, in the state shown in FIG. 24A, oil is supplied to the oil passage 77 from the oil passage 79 provided in the camshaft 120B. In the state shown in FIG. 24 (A), the angular positions of the oil passage 77 and the oil passage 78 provided in the flange portion 66 are the same.
• the oil from the oil passage 7 7 to the hole 70 via the oil passage 7 8 As a result, the hole 70 is filled with oil, and the lock pin 74 is stored by hydraulic pressure. Thereby, the engagement between the lock pin 74 and the hole 70 can be released. Even during the fuel cut, the crankshaft 47 is rotating, so that oil can be supplied to the oil passage 79 by driving the oil pump.
• FIG. 24 (B) shows a state in which the camshaft 120 B is further rotated after the exhaust valve 34 is closed, and the step 6 6 D and the step 6 8 D are in contact with each other.
• the step 6 6 D and the step 6 8 D are provided so that the angular positions of the # 3 cylinder cam and # 4 cylinder cam coincide with each other in a state where they are in contact with each other.
• the state of Fig. 24 (A) since the exhaust valves 34 of # 1 to # 3 are already closed, the lock pin 7 4 and the hole 70 are disengaged. In this state, the exhaust valves 3 4 of all the cylinders # 1 to # 4 can be closed.
• Valve 3 4 can be closed. Accordingly, it is possible to prevent the oxygen supply amount to the catalysts 40 and 4 2 from being excessive, and it is possible to reliably suppress catalyst deterioration at high temperatures.
• the valve gear 3 8 is provided with two motors, and two camshafts 1 2 0 Each of A and 120B may be controlled individually by each motor. Even in this case, the exhaust valves 34 of all the cylinders can be closed by setting the angular positions of the camshafts 1 2 0 A and 1 2 0 B to the state shown in FIG. 2 4 (B).
• FIG. 25 is a schematic diagram showing the configuration around the intake valve 3 2 and the valve gear 3 6 that drives the intake valve 3 2, mainly showing the configuration around the cylinder head. Yes.
• valve gear 3 6 is composed of two devices (the valve gear 3 6 G and the valve gear 3 6 H).
• each of the valve gears 3 6 G and 3 6 H includes motors 50 G and 50 H as drive sources.
• the rotational movement of the motor 50 G is transmitted to the camshaft 110 A via the gear train 52 G.
• the rotational motion of the motor 50 H is transmitted to the cam shaft 110 B through the gear train 52 H.
• the camshaft 1 1 0 A is located at the top of the intake valves 3 2 of # 2 and # 3 cylinders, and the 4 cams 64 provided on the cam shaft 1 1 0 A
• the intake valves 3 and 2 of cylinder # 2 and # 3 are driven to open and close.
• the camshaft 1 1 0 B is divided into two parts and is located at the top of the intake valves 3 2 of the # 1, # 4 cylinders.
• the four cams provided on the camshaft 1 1 0 B 64 As a result, the intake valves 3 2 of the # 1, # 4 cylinders are driven to open and close.
• the camshaft 1 1 0 B divided into two is connected by a connecting member 1 1 0 ⁇ threaded through a through hole provided in the center of the force shaft 1 1 0 so that it rotates as a unit It is configured.
• FIG. The figure shows the state where the 1 1 OA and the 2 camshafts 1 1 0 B are separated.
• a lifter 3 2 a is provided at the upper end of each intake valve 3 2.
• 26 is a schematic diagram showing how gas is exchanged between the # 1 cylinder and the # 2 cylinder, and shows a state in which the internal combustion engine 10 and the intake passage 12 are viewed from above.
• the intake passage 12 is branched downstream of the surge tank 28 and connected to each cylinder (# 1 to # 4). Since the cylinders of each cylinder are connected via a surge tank 28, open only the # 1 cylinder and # 2 cylinder intake valve 3 2 with all the exhaust valves 3 4 closed. Gas can be exchanged between this cylinder and # 2 cylinder. That is, as described above, in a 4-cylinder internal combustion engine 10 # 1 ⁇ # 3 ⁇ # 4 ⁇
• the amount of bombing work can be adjusted by varying the lift amount while keeping the lift amounts of the # 1 and # 2 cylinder intake valves 3 2 the same.
• the lift amount of the intake valve 3 2 is reduced, the resistance when air passes through the intake valve 3 2 increases, so that the bombing work can be increased. Therefore, the braking force by the engine brake can be increased.
• the lift amount of the intake valve 3 2 is increased, the resistance when air passes through the intake valve 3 2 is reduced, so that the bombing work can be reduced. Therefore, the braking force by the engine brake can be reduced. Therefore, by controlling the lift amount of the intake valve 3 2, it is possible to generate the optimum engine brake during the fuel cut.
• the engine braking force can be controlled by varying the lift amount of the intake valve 32 according to the required level of vehicle speed (such as the amount of operation of the brake pedal).
• the intake valves 3 2 of the # 1 and # 2 cylinders are fully closed and the intake valves 3 2 of all cylinders are closed, reducing the amount of bombing work and reducing the engine braking force. Is preferably reduced.
• Fig. 27 shows the valve opening period (indicated by the solid line in Fig. 27) and the exhaust valve of each cylinder (# 1- # 4).
• 3 4 shows the valve opening period (indicated by the broken line in Fig. 26).
• the intake valve 3 2 and the exhaust valve 3 4 of each cylinder are opened in this order.
• ⁇ 0 indicates the crank angle at which the fuel force starts.
• the crank angle ⁇ 1 position corresponds to the camshaft 1 20 position shown in Fig. 24 (A), and the crankshaft immediately after the # 4 cylinder exhaust valve 3 4 reaches its maximum lift.
• Angular position That is, when the camshaft 1 2 0 is stopped at the crank angle 0 1 position, the rotational position of the camshaft 1 2 0 is set to the position shown in Fig. 2 4 (A), and the # 4 cylinder exhaust valve 3 4 It will be opened by a predetermined amount smaller than the maximum lift amount. Further, the exhaust valves 34 of the other cylinders # 1 to # 3 are all closed.
• camshaft 1 2 0 B can rotate relative to camshaft 1 2 0 A, and the valve spring reaction force of # 4 cylinder exhaust valve 3 4 A camshaft 1 2 0 B rotates in the arrow Y direction shown in A). Then, the relative angular position of the camshaft 1 20 A and the camshaft 1 2 0 B becomes the position shown in FIG. 24 (B), and the # 4 cylinder exhaust valve 34 is closed. Accordingly, the exhaust valves 34 of all cylinders are closed.
• control is performed to open the intake valves 3 2 of the # 1 cylinder and # 2 cylinder by a predetermined amount. As shown in FIG. 27, the intake valve 32 of the three cylinders is open at the crank angle ⁇ 1 position. Therefore, control is performed to close the # 3 cylinder intake valve 3 2 at the position of the crank angle ⁇ 2 shown in FIG. 27 and stop the rotation of the camshaft 110 A.
• # 4 cylinder intake valve 3 2 starts to lift, again at crank angle ⁇ 2 position, # 4 cylinder intake valve 3 2 is closed, and force shift 1 1 0 Control to stop the rotation of B.
• the timing of closing the # 3 and # 4 cylinder intake valves 3 2 is preferably set so that the piston # 4 of # 3 and # 4 cylinders is halfway between the top dead center and the bottom dead center. It is. As a result, after the crank angle 2, the intake valves 32 of all cylinders are closed.
• crank angle advances from ⁇ 2 by a predetermined amount and reaches ⁇ 3
• control is performed to open the intake valves 3 2 of the # 1, # 2 cylinders by a predetermined amount.
• the camshaft 1 1 0 ⁇ is set to a predetermined angular position to lift the # 2 cylinder intake valve 3 2 by a predetermined amount.
• camshaft 1 1 0 A is provided with # 2 cylinder cam 6 4 and # 3 cylinder cam 6 4 but both cam phases are shifted by 90 degrees. Only the 2-cylinder intake valve 3 2 can be lifted.
• crank angle ⁇ 3 by setting camshaft 1 1 0 B to the specified angular position, lift # 1 cylinder intake valve 3 2 to # 2 cylinder intake valve 3 2 and lift by the amount
• the two camshafts 1 1 OB are connected via a connecting member 1 1 0 C and are equipped with # 1 cylinder cam 6 4 and # 4 cylinder cam 6 4 but both cams 6 4 Since the phase of is shifted by 90 °, it is possible to lift only the # 1 cylinder intake valve 3 2.
• the motor 1 1 6 is used to drive the force shaft 1 2 0 A for the exhaust valve 3 4.
• camshaft 1 2 0 A rotates relative to cam shaft 1 2 0 B and the positions of lock pin 7 4 and hole 70 match, lock pin 7 4 Is inserted into hole 70.
• the camshaft 1 2 0 A and the cam shaft 1 2 0 B are integrated, and the cam shafts 1 2 0 A and 1 2 0 B that are integrated by the motor 1 1 6 are driven to rotate forward. Normal operation in drive mode or rocking drive mode can be performed.
• the intake valve 3 2 can be normally operated in the forward drive mode or the swing drive mode by normally driving the motor 3 8 G and the motor 3 8 H.
• the exhaust valves 34 of all the cylinders are closed during the fuel cut, the flow of air to the exhaust passage 14 can be stopped.
• the supply of oxygen to the catalysts 4 2, 4 4 can be stopped, and an excessive supply of oxygen to the catalysts 4 2, 4 4 can be avoided. Therefore, it is possible to reliably suppress the deterioration of the catalysts 4 2 and 4 4.
• crank angle phase is 180 when the exhaust valves 34 of all cylinders are closed during the fuel cut. Since only the intake valves 3 2 of the two cylinders that are displaced are opened in a certain amount, gas exchange can be performed between the two cylinders via the intake passages 12 and the surge tank 28. As a result, it is possible to generate an appropriate pumping work, and it is possible to reliably perform the braking by the engine brake during the fuel force operation.
• all exhaust valves 3 4 are closed during the fuel cut. Although only some intake valves 3 2 are open, it is possible to close all intake valves 3 2 and open only some exhaust valves 3 4 during the fuel cut. . Even in this case, the air flow to the exhaust passage 1 4 can be shut off by closing all the intake valves 3 2, and the engine braking force can be generated by opening only some of the exhaust valves 3 4. It is possible.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Valve Device For Special Equipments (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Valve-Gear Or Valve Arrangements (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

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• 2005
  • 2005-11-14 JP JP2005329111A patent/JP2006329181A/ja not_active Withdrawn
• 2006
  • 2006-04-18 US US11/918,476 patent/US20090050087A1/en not_active Abandoned
  • 2006-04-18 EP EP06732253A patent/EP1878882A4/en not_active Withdrawn
  • 2006-04-18 WO PCT/JP2006/308495 patent/WO2006118063A1/ja not_active Ceased

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