WO2014162517A1 - 可変動弁機構の制御装置 - Google Patents
可変動弁機構の制御装置 Download PDFInfo
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- WO2014162517A1 WO2014162517A1 PCT/JP2013/060081 JP2013060081W WO2014162517A1 WO 2014162517 A1 WO2014162517 A1 WO 2014162517A1 JP 2013060081 W JP2013060081 W JP 2013060081W WO 2014162517 A1 WO2014162517 A1 WO 2014162517A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
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- 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
- F01L13/0005—Deactivating valves
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- 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
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0063—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque by modification of cam contact point by displacing an intermediate lever or wedge-shaped intermediate element, e.g. Tourtelot
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
- F02D13/023—Variable control of the intake valves only changing valve lift or valve lift and timing the change of valve timing is caused by the change in valve lift, i.e. both valve lift and timing are functionally related
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- 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
- F02D13/0261—Controlling the valve overlap
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
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- 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
- F01L1/185—Overhead end-pivot rocking arms
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- 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
- F01L1/20—Adjusting or compensating clearance
- F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
- F01L1/24—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically
- F01L1/2405—Adjusting or compensating clearance automatically, e.g. mechanically by fluid means, e.g. hydraulically by means of a hydraulic adjusting device located between the cylinder head and rocker arm
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- 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
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
- F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
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- 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
- F01L13/0005—Deactivating valves
- F01L2013/001—Deactivating cylinders
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- 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
- F01L2013/10—Auxiliary actuators for variable valve timing
- F01L2013/103—Electric motors
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- 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
- F01L2305/00—Valve arrangements comprising rollers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
- F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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- 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 a variable valve mechanism.
- the intake valve of the deactivated cylinder that has been maintained in the closed state restarts the opening / closing operation with the valve characteristics corresponding to the engine output request at the time of the recovery, from the cylinder deactivation mode.
- the opening period of the intake valve provided in each cylinder partially overlaps between the cylinders, that is, a part of the opening period of the intake valve in the return cylinder in which the opening / closing operation of the intake valve is resumed.
- the intake valve opening period overlaps between cylinders due to overlap with part of the opening period of the intake valve in the operating cylinder where the intake valve was opened and closed even during the cylinder deactivation mode Part of the intake air that had flown into the operating cylinder until then flows into the return cylinder.
- the intake air flowing into the operating cylinder is reduced, and the output torque of the operating cylinder is reduced.
- a part of the intake air flows into the return cylinder, but no output torque is generated from the return cylinder until the combustion of the air-fuel mixture is started after the return from the cylinder deactivation mode. Therefore, immediately after the return from the cylinder deactivation mode and until the output torque is generated from the return cylinder, the output torque of the internal combustion engine may be reduced and torque fluctuation may occur.
- An object of the present invention is to provide a control device for a variable valve mechanism that can appropriately suppress torque fluctuation immediately after returning from the cylinder deactivation mode.
- a control apparatus for a variable valve mechanism that solves the above problems includes a plurality of cylinders, an intake valve provided in each of the plurality of cylinders, and a variable valve mechanism that changes the valve characteristics of the intake valve.
- the present invention is applied to an internal combustion engine in which the operation mode can be switched between a cylinder deactivation mode in which the intake valves of the cylinders are closed and an all-cylinder operation mode in which the intake valves of all the cylinders are opened and closed.
- the control device also includes a control unit that controls the valve characteristics. This control unit can be set to a valve characteristic in which an overlap occurs during the valve opening period of the intake valve between the cylinders as the valve characteristic when the all-cylinder operation mode is executed. Then, when the internal combustion engine returns from the cylinder deactivation mode, the control unit makes the overlap amount of the intake valve opening period between the cylinders smaller than the overlap amount set in the all-cylinder operation mode.
- the overlap adjustment process for controlling the valve characteristics is executed.
- the control unit executes overlap adjustment processing.
- the overlap amount of the intake valve opening period between the cylinders immediately after returning from the cylinder deactivation mode becomes smaller than the overlap amount set in the all-cylinder operation mode. Therefore, immediately after returning from the cylinder deactivation mode, a decrease in intake air to the operating cylinder whose intake valve has been opened / closed even during execution of the cylinder deactivation mode is suppressed, and a decrease in output torque in the operating cylinder is suppressed. . Therefore, it is possible to appropriately suppress the torque fluctuation immediately after returning from the cylinder deactivation mode.
- the valve characteristic when the overlap adjustment process is executed is a valve characteristic in which the valve opening periods of the intake valves do not overlap between the cylinders.
- control unit is configured to end the overlap adjustment process after the combustion of the air-fuel mixture is started in the cylinder returned from the cylinder deactivation mode.
- the variable valve mechanism can be a multistage variable valve mechanism that changes the valve characteristics in multiple stages by selecting any one of a plurality of preset valve characteristics.
- the valve characteristics cannot be finely adjusted. Therefore, when returning from the cylinder deactivation mode, an overlap is likely to occur between the cylinders during the opening period of the intake valves. Therefore, it is preferable to set a valve characteristic at the time of execution of the overlap adjustment process to one of a plurality of valve characteristics set in advance in the multistage variable valve mechanism. In this case, even in a multistage variable valve mechanism in which the valve characteristics cannot be finely adjusted, torque fluctuation immediately after returning from the cylinder deactivation mode can be suppressed by executing the overlap adjustment process. .
- the multistage variable valve mechanism includes a variable mechanism section that changes the valve characteristics of the intake valve, a control shaft that operates the variable mechanism section, a cam that moves the control shaft in the axial direction, and an electric motor that rotates the cam.
- the cam surface of the cam preferably includes a section where the amount of axial displacement of the control shaft changes and a plurality of sections where the amount of displacement is constant.
- the internal combustion engine preferably includes a supercharger that supercharges intake air using exhaust gas.
- the supercharging pressure when the cylinder deactivation mode is executed is ensured by the exhaust pressure of the working cylinder whose intake valve is opened and closed even during the cylinder deactivation mode. . Therefore, if the intake air to the operating cylinder decreases when returning from the cylinder deactivation mode, the exhaust pressure of the operating cylinder decreases and the supercharging pressure also decreases. Therefore, in an internal combustion engine equipped with a supercharger, the amount of decrease in output torque when the intake to the operating cylinder decreases is larger than in an internal combustion engine not equipped with a supercharger. Become prominent.
- the internal combustion engine preferably includes a recirculation passage that recirculates a part of the exhaust gas to the intake air.
- the schematic diagram which shows the whole structure of the internal combustion engine with which one Embodiment of the control apparatus of a variable valve mechanism is applied. Sectional drawing which shows the structure around the cylinder head of the internal combustion engine in the embodiment. The fracture
- the flowchart which shows a series of processing procedures when returning from cylinder deactivation mode in the same embodiment.
- the engine 1 is provided with four cylinders, a first cylinder # 1, a second cylinder # 2, a third cylinder # 3, and a fourth cylinder # 4, in series.
- the exhaust manifold 45 is connected to the exhaust passage 46.
- the engine 1 is provided with a turbocharger 70 as a supercharger that supercharges intake air using exhaust gas.
- a compressor housing 71 in which the compressor of the turbocharger 70 is accommodated is connected to a portion in the intake passage 30 and upstream of the throttle valve 33.
- An intake air passage 30 between the compressor housing 71 and the throttle valve 33 is provided with an intercooler 35 that cools intake air whose temperature has risen due to supercharging of the turbocharger 70.
- a turbine housing 72 in which the turbine of the turbocharger 70 is accommodated is connected in the middle of the exhaust passage 46.
- the engine 1 is provided with an exhaust gas recirculation device (hereinafter referred to as an EGR device).
- the exhaust gas recirculation device includes a recirculation passage that recirculates a part of the exhaust gas to the intake air as an external EGR. More specifically, an EGR passage 450 that communicates the intake manifold 34 and the exhaust manifold 45 is provided as the return passage.
- the EGR device also includes an EGR cooler 470 provided in the middle of the EGR passage 450, an EGR valve 460 for adjusting the amount of external EGR returned to the intake air, and the like.
- the engine 1 includes a cylinder block 10 and a cylinder head 20 placed above the cylinder block 10.
- FIG. 2 shows a cylindrical cylinder bore 11 corresponding to one of a plurality of cylinders formed inside the cylinder block 10.
- a piston 12 is slidably accommodated in each cylinder bore 11.
- a cylinder head 20 is assembled to an upper portion of the cylinder block 10, and a combustion chamber 13 is defined by an inner peripheral surface of the cylinder bore 11, an upper surface of the piston 12, and a lower surface of the cylinder head 20.
- the cylinder head 20 is formed with an intake port 21 and an exhaust port 22 communicating with the combustion chamber 13.
- the intake port 21 is provided with an intake valve 31 that communicates and blocks the combustion chamber 13 and the intake port 21.
- the exhaust port 22 is provided with an exhaust valve 41 that communicates and blocks the combustion chamber 13 and the exhaust port 22.
- the valves 31 and 41 are biased in the valve closing direction by the valve spring 24.
- a lash adjuster 25 is provided in the cylinder head 20 corresponding to each of the valves 31 and 41.
- a rocker arm 26 is provided between the lash adjuster 25 and the valves 31 and 41. One end of the rocker arm 26 is supported by the lash adjuster 25, and the other end is in contact with the end portions of the valves 31 and 41.
- variable mechanism unit 300 Next, the configuration of the variable mechanism unit 300 will be described in detail with reference to FIG.
- variable mechanism section 300 is provided with output sections 320 on both sides of the input section 310.
- the housings 314 and 323 of the input unit 310 and the output unit 320 are each formed in a hollow cylindrical shape, and a support pipe 330 is inserted through them.
- a helical spline 312 is formed on the inner periphery of the housing 314 of the input unit 310.
- a helical spline 322 whose tooth traces are opposite to the helical spline 312 of the input unit 310 is formed.
- a slider gear 350 is disposed in a series of internal spaces formed by the housings 314 and 323 of the input unit 310 and the two output units 320.
- the slider gear 350 is formed in a hollow cylindrical shape, and is disposed on the outer peripheral surface of the support pipe 330 so as to be able to reciprocate in the axial direction of the support pipe 330 and to be relatively rotatable around the axis of the support pipe 330. ing.
- a helical spline 351 that meshes with the helical spline 312 of the input unit 310 is formed on the outer peripheral surface of the central portion in the axial direction of the slider gear 350.
- helical splines 352 that mesh with the helical splines 322 of the output unit 320 are formed on the outer peripheral surfaces of both ends in the axial direction of the slider gear 350.
- a control shaft 340 that is movable in the axial direction of the support pipe 330 is provided inside the support pipe 330.
- the control shaft 340 and the slider gear 350 are engaged by pins, the slider gear 350 can rotate with respect to the support pipe 330, and the slider gear 350 also moves in the axial direction in accordance with the movement of the control shaft 340 in the axial direction. To do.
- the slider gear 350 when the control shaft 340 moves in the axial direction, the slider gear 350 also moves in the axial direction in conjunction with the movement of the control shaft 340.
- Helical splines 351 and 352 formed on the outer peripheral surface of the slider gear 350 have different tooth trace formation directions, respectively, and helical splines 312 and 322 formed on the inner peripheral surfaces of the input unit 310 and the output unit 320, respectively. Meshed. Therefore, when the slider gear 350 moves in the axial direction, the input unit 310 and the output unit 320 rotate in opposite directions. As a result, the relative phase difference between the input arm 311 and the output arm 321 is changed, and the maximum lift amount and the valve opening period that are valve characteristics of the intake valve 31 are changed.
- the drive unit of the variable valve mechanism 600 converts the rotational motion of the electric motor 210, the speed reduction mechanism 220 that reduces the rotational speed of the motor 210, and the speed reduction mechanism 220 into the linear motion of the control shaft.
- a conversion mechanism 500 is provided.
- the motor 210 is provided with a rotation angle sensor 211 that detects the rotation angle of the motor 210.
- a cam 530 rotated by the output shaft of the speed reduction mechanism 220 is disposed in the holder 510.
- a roller 540 with which the cam surface of the cam 530 contacts is rotatably attached to the holder 510.
- the engine control device 100 receives an accelerator operation amount detected by an accelerator operation amount sensor, a crank angle detected by a crank angle sensor, and the like. Then, the engine control device 100 calculates the required intake air amount corresponding to the engine output request based on, for example, the engine rotational speed NE calculated from the crank angle and the accelerator operation amount ACCP, and the required intake air amount is obtained. The maximum lift amount of the intake valve 31 is calculated. The calculated maximum lift amount is set as the target lift amount VLp. When the target lift amount VLp is set in this way, the motor control device 150 calculates the rotational phase of the cam 530 corresponding to the target lift amount VLp, and the motor 210 has the calculated rotational phase. Control the rotation angle.
- the cam surface of the cam 530 has a change section (first rotation phase shown in FIG. 4) in which the displacement of the control shaft 340 increases linearly as the cam diameter gradually increases in one direction. R1 to the second rotation phase R2, and the third rotation phase R3 to the fourth rotation phase R4). Further, the cam surface of the cam 530 has a holding section in which the cam diameter is constant and the displacement amount of the control shaft 340 remains constant (the second rotation phase R2 to the third rotation phase shown in FIG. 4). A section of R3, a section of the fourth rotation phase R4 to the fifth rotation phase R5, and a section of the first rotation phase R1 to the reference rotation phase R0 in which the roller 540 contacts the reference circle 530b of the cam 530 are also provided.
- the displacement amount of the control shaft 340 is maintained at “0” in the section where the rotational phase of the cam 530 is the reference rotational phase R0 to the first rotational phase R1. Further, the displacement amount of the control shaft 340 is maintained at “L1” which is a constant value when the rotational phase of the cam 530 is between the second rotational phase R2 and the third rotational phase R3. When the rotational phase of the cam 530 is between the fourth rotational phase R4 and the fifth rotational phase R5, the displacement amount of the control shaft 340 is a constant value and is maintained at “L2”, which is larger than “L1”. .
- the displacement amount of the control shaft 340 is maintained at a constant “L1”, so the maximum lift amount VL at this time is the first lift amount VL.
- the second lift amount VL2 is held larger than the lift amount VL1.
- the displacement amount of the control shaft 340 gradually increases, so the maximum lift amount VL is equal to the second lift amount VL2. It gradually grows from.
- the second valve opening period INCAM2 which is the valve opening period when the maximum lift amount VL is set to the second lift amount VL2, is set to be longer than 180 ° CA.
- variable valve mechanism 600 any one of the above-described first lift amount VL1, second lift amount VL2, and third lift amount VL3 is selected as the target lift amount VLp of the intake valve 31 according to the engine operating state. . Then, by holding the selected maximum lift amount, the maximum lift amount VL of the intake valve 31 is changed in three stages according to the engine operating state. As described above, the variable valve mechanism 600 is used as a multistage variable valve mechanism that changes a valve characteristic in multiple stages by selecting any one of a plurality of preset valve characteristics.
- step S100 engine control apparatus 100 deactivates valve stop mechanism 28 in the return cylinder (that is, second cylinder # 2 or third cylinder # 3) that returns from the cylinder deactivation mode. At the same time, the fuel injection and the ignition of the air-fuel mixture are started.
- the return cylinder that is, second cylinder # 2 or third cylinder # 3
- the motor control device 150 executes an overlap adjustment process (S120). During the execution of the overlap adjustment process, the first lift amount VL1 is set as the target lift amount VLp, and the rotational phase of the cam 530 is adjusted so that the actual maximum lift amount VL becomes the first lift amount VL1.
- the motor control device 150 determines whether the combustion of the air-fuel mixture has occurred in all the cylinders that have returned from the cylinder deactivation mode, that is, the second cylinder # 2 and the third cylinder # 3 (S130). In step S130, an affirmative determination is made when a signal indicating that combustion of the air-fuel mixture has occurred in all the cylinders that have returned from the cylinder deactivation mode is output from the engine control apparatus 100.
- combustion determination of the air-fuel mixture by the engine control device 100 can be performed as appropriate.
- the output torque is generated when combustion of the air-fuel mixture is started, so the torque in the return cylinder The fluctuation is larger than that in the cylinder deactivation mode. Therefore, torque fluctuations in the second cylinder # 2 and the third cylinder # 3 are calculated based on the engine rotational speed and the like, and when the calculated value exceeds a predetermined threshold, it is determined that combustion of the air-fuel mixture has occurred. Can do. Further, when combustion of the air-fuel mixture is started in the return cylinder that has returned from the cylinder deactivation mode, engine vibration is generated in the combustion stroke.
- step S130 When a negative determination is made in step S130 (S130: NO), that is, when the air-fuel mixture is not yet burned in both the second cylinder # 2 and the third cylinder # 3, or the second cylinder # 2 and the third cylinder When the air-fuel mixture has not yet been combusted in any one of the cylinders # 3, the motor control device 150 generates a signal indicating that the air-fuel mixture has combusted in all the cylinders that have returned from the cylinder deactivation mode. The determination in step S130 is repeated until it is output from the control device 100.
- step S130 when it is determined in step S130 that the combustion of the air-fuel mixture has occurred in all the cylinders that have returned from the cylinder deactivation mode (S130: YES), the motor control device 150 ends the above overlap adjustment process. (S140), and this process is temporarily terminated.
- the overlap adjustment process is completed in step S140, the maximum lift amount of the intake valve 31 is adjusted to the target lift amount VLp set based on the engine output request at that time.
- the deactivation cylinders (the third cylinder # 3 and the second cylinder # 2) that have been maintained in the closed state until then are executed.
- the intake valve 31 starts the opening / closing operation at the second lift amount VL2 according to the engine output request at the time of return.
- the second valve opening period INCAM2 which is the valve opening period INCAM of the intake valve 31 when the maximum lift amount VL is set to the second lift amount VL2, is 180 ° CA. It has become a longer period. Therefore, the valve opening periods of the intake valves 31 provided in the respective cylinders partially overlap between the cylinders.
- the fourth cylinder # that was operating during the cylinder deactivation mode is also used.
- Part of the intake air that has flowed toward 4 also flows into the second cylinder # 2, which is the return cylinder. Therefore, the intake air flowing into the fourth cylinder # 4 is reduced, and the output torque of the fourth cylinder # 4 is reduced.
- part of the intake air flows into the second cylinder # 2, but no output torque is generated from the second cylinder # 2 until combustion of the air-fuel mixture is started after returning from the cylinder deactivation mode. .
- FIG. 9 shows an example in which the second lift amount VL2 is set as the target lift amount VLp when the all cylinder operation mode is executed after returning from the cylinder deactivation mode.
- the valve opening period INCAM of the intake valve 31 becomes longer than the second valve opening period INCAM2. Therefore, even when the third lift amount VL3 is set as the target lift amount VLp when the all cylinder operation mode is executed after returning from the cylinder deactivation mode, the intake valve 31 is not opened during the opening period between the cylinders. There is a possibility that an overlap occurs and the torque fluctuation as described above occurs.
- the target lift amount VLp at the time of return from the cylinder deactivation mode is the second lift amount VL2 or the third lift amount VL3, the series of processes shown in FIG. 8 is executed.
- the overlap adjustment process is performed in step S120, and the target lift amount VLp is set to the first lift amount VL1. Therefore, at the time of return from the cylinder deactivation mode, the maximum lift amount VL of the intake valve 31 of each cylinder is set to the first lift amount VL1 until the overlap adjustment process is ended in step S140.
- the target lift amount VLp at the time of return from the cylinder deactivation mode is the second lift amount VL2 or the third lift amount VL3
- the series of processes shown in FIG. 8 is executed.
- the overlap adjustment process is performed in step S120, and the target lift amount VLp is set to the first lift amount VL1. Therefore, at the time of return from the cylinder deactivation mode, the maximum lift amount VL of the intake valve 31 of each cylinder is set to the first lift amount V
- the first valve opening period INCAM1 which is the valve opening period of the intake valve 31 when the maximum lift amount VL is set to the first lift amount VL1, is the maximum lift amount VL. Is shorter than the second valve opening period INCAM2 when the second lift amount VL2 is set. Therefore, the overlap amount of the valve opening period of the intake valve 31 between the cylinders when returning from the cylinder deactivation mode is the overlap when the valve opening period of the intake valve 31 is set to the second valve opening period INCAM2. The amount, that is, the overlap amount set in the all-cylinder operation mode is smaller.
- the first valve opening period INCAM1 is set to 180 ° CA.
- the start timing of the intake stroke in each cylinder is shifted by 180 ° CA for each ignition order. Therefore, as shown in FIG. 10, when the valve opening period INCAM of the intake valve 31 is the first valve opening period INCAM1 set to 180 ° CA, it is operating even during the cylinder deactivation mode.
- the valve opening period INCAM of the intake valve 31 does not overlap between the activated cylinder and the return cylinder returned from the cylinder deactivation mode.
- step S130 the motor control device 150 performs the determination process in step S130 to overlap after the combustion of the air-fuel mixture is started in the third cylinder # 3 and the second cylinder # 2 that have returned from the cylinder deactivation mode.
- the execution of the adjustment process is terminated. Since the output torque is generated also from the restored third cylinder # 3 and second cylinder # 2, the execution of the overlap adjustment process is ended, so that the torque fluctuation due to the end of the execution of the overlap adjustment process Can be prevented from occurring again.
- one of a plurality of preset valve characteristics is set with the valve characteristic at the time of executing the overlap adjustment process. Therefore, even in the multistage variable valve mechanism 600 in which the valve characteristics cannot be finely adjusted, the torque fluctuation immediately after returning from the cylinder deactivation mode can be suppressed by executing the overlap adjustment process. .
- the valve characteristics are controlled so that the valve opening period INCAM of the intake valves 31 does not overlap between all cylinders.
- the valve characteristics may be controlled so that the valve opening periods INCAM of the intake valves 31 do not overlap between some cylinders.
- the valve characteristics when returning from the cylinder deactivation mode, are controlled so that the valve opening period INCAM of the intake valve 31 does not overlap only for the first cylinder # 1 and the third cylinder # 3. May be.
- the first valve opening period INCAM1 is set only for the first cylinder # 1 and the third cylinder # 3.
- the first valve opening period INCAM1 a period longer than 180 ° CA and shorter than the second valve opening period INCAM2 may be set.
- the target lift amount VLp is larger than the first lift amount VL1 in step S110 (S110: YES), that is, as the target lift amount VLp
- the second lift amount VL2 is set.
- the target lift amount VLp of the intake valve 31 is set to the first lift amount VL1 by executing the overlap adjustment process.
- the overlap amount OL of the intake valve 31 of the intake valve 31 immediately after returning from the cylinder deactivation mode is larger than the overlap amount OL set in the all-cylinder operation mode. Get smaller. Therefore, at least the effect described in (1) can be obtained.
- FIG. 12 shows an example of a continuously variable valve mechanism.
- the drive unit of the variable valve mechanism 610 that continuously changes the valve characteristics includes a motor 240 and a conversion mechanism that converts the rotational speed of the motor 240 into linear motion of the output shaft 710 and outputs the linear motion. 700.
- the distal end portion of the control shaft 340 and the distal end portion of the output shaft 710 are connected by a connecting member 400.
- the motor 240 is rotated within a predetermined range, the rotational motion of the motor 210 is converted into a linear motion through the conversion mechanism 700 and transmitted to the control shaft 340 through the output shaft 710.
- the variable mechanism 300 is driven by the control shaft 340 moving in the axial direction.
- the maximum lift amount VL of the intake valve 31 is changed steplessly between the minimum value VLmin and the maximum value VLmax according to the rotation angle of the motor 240.
- the maximum lift amount VL of the intake valve 31 and the valve opening period INCAM change synchronously. Therefore, in the above embodiment, the target value of the maximum lift amount VL is set, but the target value of the valve opening period INCAM may be set.
- the turbocharger 70 and the intercooler 35 may be omitted from the engine 1. Even in this case, effects other than the above (5) can be obtained.
- the valve stop mechanism 28 is provided as a valve stop mechanism for stopping the opening / closing operation of the intake valve 31 and the exhaust valve 41, but may be changed as appropriate to other mechanisms. For example, rocker arm rocking and rocking prohibition may be switched by another mechanism.
- the variable mechanism unit 300 is configured so that the minimum value of the maximum lift amount VL of the intake valve 31 of the cylinder that is deactivated in the cylinder deactivation mode is “0”. When executing the cylinder deactivation mode, the opening / closing operation of the intake valve 31 of the cylinder is stopped by setting the maximum lift amount VL of the intake valve 31 of the cylinder that is deactivated in the cylinder deactivation mode to “0”. be able to.
- the variable mechanism unit 300 is a mechanism that can change the maximum lift amount VL and the valve opening period INCAM of the intake valve 31. In addition, a mechanism that can change only the valve opening period INCAM may be used.
- the variable mechanism unit 300 is a mechanism that changes the valve opening period INCAM by changing both the valve opening timing IVO and the valve closing timing IVC of the intake valve 31. A mechanism for changing the valve opening period INCAM by changing only the timing IVO, or a mechanism for changing the valve opening period INCAM only by changing the valve closing timing IVC of the intake valve 31 may be used.
- variable valve mechanism 600 is an example, and may be a variable valve mechanism that changes the valve characteristics in multiple stages with another structure.
- the valve characteristics can be changed stepwise by providing a variable valve mechanism that changes the operation amount of a valve lifter operated by a cam in multiple stages.
- the valve characteristics can be improved by providing a variable valve mechanism that changes the rocker arm swing amount by changing the sinking amount of the lash adjuster that supports the rocker arm in multiple stages. Can be changed in stages.
- the valve characteristics can be changed step by step by providing a variable valve mechanism that changes the rocking amount of the rocker arm by changing the shape of the rocker arm in multiple stages. it can.
- -Engine 1 was an in-line four-cylinder engine, but an engine with other number of cylinders or an engine with a different cylinder arrangement pattern (for example, V-type engine, W-type engine, horizontally opposed engine, star engine, etc.) However, by performing the overlap adjustment process, it is possible to obtain the operational effects according to the embodiment. 14 and 15 show setting examples of the valve opening period INCAM when the overlap adjustment process is executed in the V-type 6-cylinder engine.
- the engine 1000 is a V-type 6-cylinder engine
- the first bank 1010 is provided with a first cylinder # 1, a third cylinder # 3, and a fifth cylinder # 5.
- the second bank 1020 is provided with a second cylinder # 2, a fourth cylinder # 4, and a sixth cylinder # 6.
- an intake manifold 1031 for distributing intake air to each cylinder is provided.
- the mixture is ignited in the order of the first cylinder # 1, the second cylinder # 2, the third cylinder # 3, the fourth cylinder # 4, the fifth cylinder # 5, and the sixth cylinder # 6.
- the start timing of the intake stroke in each cylinder is shifted by 120 ° CA for each ignition sequence. Therefore, as shown in FIG. 16, when the valve opening period INCAM of the intake valve is the first valve opening period INCAM1 set to 120 ° CA, the operating cylinder that was operating even during the cylinder deactivation mode And the return cylinder returned from the cylinder deactivation mode do not overlap the intake valve opening period INCAM.
- the intake valve opening period INCAM of the second cylinder # 2 which is the return cylinder and enters the intake stroke next to the first cylinder # 1 Therefore, the overlap amount OL described above is “0”.
- turbocharger 71 ... compressor housing, 72 ... turbine housing, 100 ... control device for engine, 150 ... control device for motor, 210 ... motor, 211 ... rotation angle sensor 220 ... deceleration mechanism, 240 ... motor, 300 ... variable mechanism, 310 ... input unit, 311 ... input arm, 311a ... roller, 312 ... helical spline, 313 ... projection, 314 ... housing, 320 ... output unit, 321 ... output Arm, 322 ... Helical spline, 323 ... Housing, 330 ... Support pipe, 340 ... Control shaft, 350 ... Slider gear, 351 ... Helical spline, 352 ... Helical spline, 400 ...
Abstract
Description
Claims (7)
- 複数の気筒と、複数の気筒の各々に設けられる吸気バルブと、吸気バルブのバルブ特性を変更する可変動弁機構とを備え、一部の気筒の吸気バルブを閉弁状態に保持する気筒休止モード及び全ての気筒の吸気バルブを開閉動作させる全気筒運転モードの間で運転モードを切替可能な内燃機関に適用される可変動弁機構の制御装置であって、
前記バルブ特性を制御する制御部を備え、
前記制御部は、前記全気筒運転モードの実行時における前記バルブ特性として、気筒間での吸気バルブの開弁期間にオーバラップが生じるバルブ特性に設定可能であり、
前記制御部は、前記内燃機関が前記気筒休止モードから復帰するときにおいて、気筒間での吸気バルブの開弁期間のオーバラップ量が、前記全気筒運転モードで設定されるオーバラップ量よりも小さくなるように前記バルブ特性を制御するオーバラップ調整処理を実行するように構成される
可変動弁機構の制御装置。 - 前記オーバラップ調整処理が実行されたときの前記バルブ特性は、気筒間での吸気バルブの開弁期間の重なりが生じないバルブ特性である
請求項1に記載の可変動弁機構の制御装置。 - 前記制御部は、前記気筒休止モードから復帰した気筒において混合気が燃焼した後に前記オーバラップ調整処理の実行を終了するように構成される
請求項1または2に記載の可変動弁機構の制御装置。 - 前記可変動弁機構は、予め設定された複数のバルブ特性の中からいずれかのバルブ特性を選択することによりバルブ特性を多段階に変更する多段可変動弁機構であり、
前記複数のバルブ特性のうちの1つに、前記オーバラップ調整処理の実行時におけるバルブ特性が設定されている
請求項1~3のいずれか1項に記載の可変動弁機構の制御装置。 - 前記多段可変動弁機構は、前記吸気バルブのバルブ特性を変更する可変機構部と、前記可変機構部を作動させるコントロールシャフトと、前記コントロールシャフトを軸方向に移動させるカムと、前記カムを回動させる電動モータと、を備えており、
前記カムのカム面は、前記コントロールシャフトの軸方向の変位量が変化する区間と同変位量が一定になる複数の区間とを備える
請求項4に記載の可変動弁機構の制御装置。 - 前記内燃機関は、排気を利用して吸気を過給する過給機を備える
請求項1~5のいずれか1項に記載の可変動弁機構の制御装置。 - 前記内燃機関は、排気の一部を吸気に還流する還流通路を備える
請求項1~6のいずれか1項に記載の可変動弁機構の制御装置。
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JP2013544905A JP5692410B1 (ja) | 2013-04-02 | 2013-04-02 | 可変動弁機構の制御装置 |
US14/126,159 US9500141B2 (en) | 2013-04-02 | 2013-04-02 | Controller for variable valve mechanism |
CN201380001750.4A CN104246183B (zh) | 2013-04-02 | 2013-04-02 | 可变气门机构的控制装置 |
EP13770616.4A EP2982848B1 (en) | 2013-04-02 | 2013-04-02 | Controller of variable valve mechanism |
PCT/JP2013/060081 WO2014162517A1 (ja) | 2013-04-02 | 2013-04-02 | 可変動弁機構の制御装置 |
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US10450972B2 (en) | 2015-06-09 | 2019-10-22 | GM Global Technology Operations LLC | System and method for controlling actuators of an engine to adjust intake airflow when the engine is starting |
US10094300B2 (en) * | 2015-06-09 | 2018-10-09 | GM Global Technology Operations LLC | System and method for controlling an engine using model predictive control to minimize the effect of changes in valve lift state on engine operation |
JP6800114B2 (ja) * | 2017-09-07 | 2020-12-16 | 本田技研工業株式会社 | 内燃機関の制御方法 |
CN113494366A (zh) * | 2020-04-01 | 2021-10-12 | 长城汽车股份有限公司 | 一种车辆减排方法和装置 |
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US20160061118A1 (en) | 2016-03-03 |
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US9500141B2 (en) | 2016-11-22 |
CN104246183A (zh) | 2014-12-24 |
CN104246183B (zh) | 2017-09-01 |
EP2982848B1 (en) | 2017-07-19 |
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