WO2015052924A1 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
WO2015052924A1
WO2015052924A1 PCT/JP2014/005114 JP2014005114W WO2015052924A1 WO 2015052924 A1 WO2015052924 A1 WO 2015052924A1 JP 2014005114 W JP2014005114 W JP 2014005114W WO 2015052924 A1 WO2015052924 A1 WO 2015052924A1
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WO
WIPO (PCT)
Prior art keywords
cam
switching
valve
linking
cams
Prior art date
Application number
PCT/JP2014/005114
Other languages
French (fr)
Inventor
Hiroyuki Haga
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2015052924A1 publication Critical patent/WO2015052924A1/en

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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

Definitions

  • the present invention relates to an internal combustion engine.
  • Patent Document 1 discloses a variable operated-valve device of an internal combustion engine having a switching time obtain means for obtaining switching time to switch lift characteristic of a valve in a plurality of cylinders and a control timing determination means for determining an execution timing of the engine control based on the time to switch the lift characteristic during switching of lift characteristic.
  • variable operated-valve structure There are various types in the variable operated-valve structure. There may be factors influencing a delay time for cam switching in addition to a rotation number of an engine. Therefore, it is not possible to obtain the delay time for cam switching having high accuracy only in view of the rotation number of the engine. And, it is possible that the engine control performed according to the switching of the usage cam is not performed at an adequate timing. As a result, the exhaust emission and the drivability may be degraded.
  • the present invention has an object to provide an internal combustion engine that is capable of preferably performing an engine control according to switching of a usage cam performed by a variable operated-valve structure.
  • An internal combustion engine includes: three or more cams that are used for driving a valve; a cam-switching type variable operated-valve structure that has a locker arm portion and a plurality of hydraulic linking structures, the locker arm portion having a plurality of oscillation portions that individually oscillate according to cam profiles of the cams and mediate power conducted from a camshaft having the cams to the valve, the plurality of linking structures performing linking and canceling the linking between two of the plurality of oscillation portions with a lock member, the variable operated-valve structure selecting a usage cam that is used for driving the valve from the cams; and a control unit that performs an engine control in view of a delay time for cam switching of the variable operated-valve structure that is determined by a cam switching mode of the variable operated-valve structure, a rotation number of the engine, hydraulic pressure conducted to the plurality of linking structures according to switching of the usage cam.
  • the internal combustion engine may include decision unit that decides the delay time for cam switching of the variable operated-valve structure based on the cam switching mode, the rotation number of the engine and the hydraulic pressure, wherein the decision unit may decide the delay time for cam switching of the variable operated-valve structure and the control unit may perform the engine control in which an execution timing is delayed based on the delay time for cam switching decided by the decision unit as the engine control, when switching of the usage cam is requested.
  • FIG. 1 illustrates an overall structure diagram of an internal combustion engine and around the internal combustion engine
  • FIG. 2 illustrates a schematic structure diagram of an internal combustion engine
  • FIG. 3 illustrates a schematic structure of a variable operated-valve structure
  • FIG. 4 illustrates a linking structure
  • FIG. 5A to FIG. 5C illustrate phases of cam switching
  • FIG. 6A to FIG. 6F illustrate a map data of delay time of cam switching
  • FIG. 7 illustrates an execution example of an engine control
  • FIG. 8A to FIG. 8C illustrate a map data of an engine control
  • FIG. 9 illustrates an example of a flowchart of an engine control operation
  • FIG. 10 illustrates delay time of switching
  • FIG. 11A to FIG. 11C illustrate the switching cycle number cyl.
  • FIG. 12 is a first drawing of a main part of another variable operated-valve structure
  • FIG. 13 is a second drawing of a main part of another variable operated-valve structure
  • FIG. 14A and FIG. 14B illustrate another camshaft
  • FIG. 15A to FIG. 15C illustrate a usage pattern of another usage cam.
  • FIG. 1 illustrates an overall structure diagram of an internal combustion engine 50 and around the internal combustion engine 50.
  • FIG. 2 illustrates a schematic structure diagram of the internal combustion engine 50.
  • FIG. 3 illustrates a schematic structure of a variable operated-valve structure 60.
  • FIG. 3 illustrates the variable operated-valve structure 60 together with a camshaft 65.
  • the internal combustion engine 50 is an internal combustion-engine of a compression ignition type, and has a plurality of (four in this case) cylinders 51a.
  • the internal combustion engine 50 is mounted on a vehicle not illustrated together with an inlet system 10, an exhaust system 20 and an exhaust reflux system 40.
  • the internal combustion engine 50 may be an internal combustion engine of a spark ignition type.
  • the inlet system 10 has an air flow meter 11, an intercooler 12 and an intake manifold 13.
  • the air flow meter 11 measures an intake air amount.
  • the intercooler 12 cools the intake air.
  • the intake manifold 13 distributes the intake air into each cylinder 51a of the internal combustion engine 50.
  • the exhaust system 20 has an exhaust manifold 21 and a catalyst 22.
  • the exhaust manifold 21 converges exhausted air from each cylinder 51a.
  • the catalyst 22 cleans up the exhausted air.
  • a supercharger 30 is provided in the inlet system 10 and the exhaust system 20.
  • the supercharger 30 supercharges intake air to the internal combustion engine 50.
  • the supercharger 30 is a variable geometry turbocharger and is a supercharger that is capable of changing supercharging pressure.
  • the exhaust reflux system 40 has an EGR pipe 41, an EGR cooler 42 and an EGR valve 43.
  • the EGR pipe 41 communicates the inlet system 10 with the exhaust system 20.
  • the EGR pipe 41 communicates a pathway-assembly portion of the intake manifold 13 with another pathway-assembly portion of the exhaust manifold 21.
  • the EGR cooler 42 cools the refluxed exhaust air.
  • the EGR valve 43 adjusts an amount of the refluxed exhaust air.
  • the internal combustion engine 50 has a cylinder block 51, a cylinder head 52, a piston 53, an inlet valve 54, an exhaust valve 55, a fuel injection valve 56, a variable operated-valve structure 60 and the camshaft 65, in addition to an ECU 70.
  • the piston 53, the inlet valve 54, the exhaust valve 55, and the fuel injection valve 56 are provided in each cylinder 51a.
  • the cylinder block 51 has the cylinder 51a.
  • the cylinder 51a houses the piston 53.
  • the cylinder head 52 is fixed to an upper face of the cylinder block 51.
  • a combustion chamber E is a space surrounded by the cylinder block 51, the cylinder head 52 and the piston 53.
  • the piston 53 is adjacent to the combustion chamber E.
  • the cylinder head 52 has an inlet port 52a guiding inlet air to the combustion chamber E and an exhaust port 52b exhausting gas from the combustion chamber E. And, the cylinder head 52 has an inlet valve 54 opening or closing the inlet port 52a and an exhaust valve 55 opening or closing the exhaust port 52b.
  • a plurality of (two) inlet valves 54 and a plurality of (two) exhaust valves 55 are provided in each cylinder 51a.
  • the fuel injection valve 56 is provided in the cylinder head 52 and injects fuel to the combustion chamber E.
  • the variable operated-valve structure 60 is provided in the cylinder head 52.
  • the variable operated-valve structure 60 is a cam-switch type variable operated-valve structure, and selects a usage cam used for driving the inlet valve 54 from a first cam Ca, a second cam Cb and a third cam Cc.
  • the cams Ca, Cb and Cc are provided on the camshaft 65 and form a plurality of cam used for driving the inlet valve 54.
  • the number of the plurality of the cams may be three or more.
  • the cams Ca, Cb and Cc are respectively provided in each cylinder 51a. Therefore, the cams Ca, Cb and Cc are used for driving the inlet valve 54 in each cylinder 51a.
  • the variable operated-valve structure 60 selects a usage cam used for driving the inlet valve 54 from the cams Ca, Cb and Cc in each cylinder 51a.
  • the variable operated-valve structure 60 has a cam-contact portion 61, a valve drive portion 62, a locker arm portion 63 and a locker arm shaft 64.
  • the cam-contact portion 61, the valve drive portion 62 and the locker arm portion 63 are provided in each cylinder 51a and form a unit U.
  • the cam-contact portion 61 is a cam follower.
  • a plurality of (three) cam-contact portions 61 are respectively provided in the cams Ca, Cb and Cc.
  • a cam-contact portion 61a is a cam-contact-portion contacting the cam Ca in the cam-contact portion 61.
  • a cam-contact portion 61b is a cam-contact portion contacting the cam Cb.
  • a cam-contact portion 61c is a cam-contact portion contacting the cam Cc.
  • a plurality of the cam-contact portions 61 are respectively provided in the locker arm portion 63.
  • the valve drive portion 62 is provided in the locker arm portion 63.
  • the number of the valve drive portion 62 (two) is the same as that of the inlet valve 54 provided in each cylinder 51a.
  • the valve drive portion 62 conducts driving force to the inlet valve 54.
  • a screw tappet may be applied to the valve drive portion 62.
  • the valve drive portion 62 may be a part of the locker arm portion 63.
  • the locker arm portion 63 is driving-force mediation portion and mediates driving force conducted from the camshaft 65 to the inlet valve 54 together with the cam-contact portion 61 and the valve drive portion 62.
  • the locker arm shaft 64 is inserted into the locker arm portion 63.
  • the locker arm shaft 64 supports the locker arm portion 63 so that the locker arm portion 63 can slide.
  • the locker arm shaft 64 is a common shaft in the units U provided in each cylinder 51a.
  • the locker arm shaft 64 extends along an extending direction of the camshaft 65.
  • the locker arm portion 63 has an oscillation portions 63a, 63b and 63c acting as a plurality of oscillation portions.
  • the oscillation portions 63a, 63b and 63c are arranged along the extending direction of the camshaft 65 in this order.
  • the oscillation portions 63a, 63b and 63c individually oscillates according to a cam profile of the cams Ca, Cb and Cc, and mediate driving force conducted from the camshaft 65 to the inlet valve 54.
  • the oscillation portion 63a acting as a first oscillation portion has the cam-contact portion 61a. Therefore, the oscillation portion 63a oscillates according to the cam Ca.
  • the oscillation portion 63b acting as a second oscillation portion has the cam-contact portion 61b.
  • the oscillation portion 63c acting as a third oscillation portion has the cam-contact portion 61c. Therefore, the oscillation portion 63b oscillates according to the cam Cb.
  • the oscillation portion 63c oscillates according to the cam Cc.
  • the valve drive portion 62 is provided in the oscillation portion 63b and the oscillation portion 63c. Therefore, in the locker arm portion 63, the oscillation portions 63b and 63c of the oscillation portions 63a, 63b and 63c drive the inlet valve 54.
  • the oscillation portions 63a, 63b and 63c are supported by the locker arm shaft 64 so that the oscillation portions 63a, 63b and 63c can individually slide.
  • the locker arm portion 63 has a linking structures 631 and 632 acting as a plurality of linking structures.
  • the linking structures 631 and 632 are hydraulic type and links between two of the oscillation portions 63a, 63b and 63c and cancels the linking.
  • the linking structure 631 acting as a first linking structure links between the oscillation portions 63b and 63c and cancels the linking.
  • the linking structure 632 links between the oscillation portions 63a and 63c and cancels the linking.
  • the oscillation portion 63a has a biasing member such as a return spring that biases the cam-contact portion 61a toward the cam Ca so that the cam Ca is capable of driving the inlet valve 54. Therefore, the oscillation portion 63a makes the cam-contact portion 61a contact the cam Ca under a condition that the linking is canceled.
  • a biasing member such as a return spring that biases the cam-contact portion 61a toward the cam Ca so that the cam Ca is capable of driving the inlet valve 54. Therefore, the oscillation portion 63a makes the cam-contact portion 61a contact the cam Ca under a condition that the linking is canceled.
  • FIG. 4 illustrates the linking structures 631 and 632.
  • the linking structure 631 has a support portions H11 and H12 and pins Pn11 and Pn12, and a spring Sp1.
  • the oscillation portion 63b has the support portion H11.
  • the oscillation portion 63c has the support portion H12.
  • the support portions H11 and H12 are arranged along an extending direction of the camshaft 65 when the inlet valve 54 does not perform lifting.
  • the support portions H11 and H12 have a cylinder shape having a bottom and have an identical inner diameter.
  • the "identical" includes a case where the diameters are different from each other within a production error. The same shall apply hereafter.
  • the pin Pn11 is at least supported by the support portion H11 of the support portions H11 and H12.
  • the pin Pn12 is at least supported by the support portion H12 of the support portions H11 and H12.
  • the pins Pn11 and Pn12 have a cylinder shape and have an identical outer diameter.
  • the outer diameter of the pins Pn11 and Pn12 is smaller than the inner diameter of the support portions H11 and H12 by a clearance for sliding.
  • a spring chamber G11 is formed between a bottom of the support portion H11 and the pin Pn11.
  • the spring chamber G11 is a hydraulic chamber.
  • a hydraulic chamber G12 is formed between a bottom of the support portion H12 and the pin Pn12.
  • the spring Sp1 is provided in the spring chamber G11. The spring Sp1 biases the pin Pn11.
  • An OCV (Oil Control Valve) 81 is connected to the linking structure 631.
  • the OCV 81 is connected to the spring chamber G11 via an oil path R11, and is connected to the hydraulic chamber G12 via an oil path R12.
  • the OCV 81 releases the hydraulic pressure from the hydraulic chamber G12 and conducts a hydraulic pressure P in to the spring chamber G11, when the OCV 81 is off.
  • the OCV 81 conducts the hydraulic pressure P in to the hydraulic chamber G12 and releases the hydraulic pressure from the spring chamber G11, when the OCV 81 is on.
  • the hydraulic pressure P in is common supplied hydraulic pressure to the linking structures 631 and 632, and is conducted to the linking structures 631 and 632 via the OCVs 81 and 82.
  • the hydraulic pressure P in may be a main gallery hydraulic pressure.
  • the linking structure 631 links between the oscillation portions 63b and 63c when the OCV 81 is off.
  • the hydraulic pressure P in conducted to the spring chamber G11 via a spring Sp1 and the OCV 81 moves the pins Pn11 and Pn12 against the hydraulic pressure released from the hydraulic chamber G12 via the OCV 81.
  • the support portions H11 and H12 support the pin Pn11
  • the oscillation portions 63b and 63c are linked with each other.
  • the linking structure 631 can link between the oscillation portions 63b and 63c by moving the pins Pn11 and Pn12 with use of the spring Sp1 even if the hydraulic pressure P in does not occur.
  • the linking structure 631 cancels the linking between the oscillation portions 63b and 63c.
  • the hydraulic pressure P in conducted to the hydraulic chamber G12 via the OCV 81 moves the pins Pn11 and Pn12 against the hydraulic pressure released from the spring chamber G11 via the OCV 81.
  • the pin Pn11 is supported by the support portion H11, the linking between the oscillation portions 63b and 63c is canceled.
  • the linking structure 632 has a support portions H21, H22 and H23, pins Pn21, Pn22 and Pn23, and a spring Sp2.
  • the oscillation portion 63b has the support portion H21.
  • the oscillation portion 63a has the support portion H22.
  • the oscillation portion 63c has the support portion H23.
  • the support portions H21, H22 and H23 are arranged along an extending direction of the camshaft 65 when the inlet valve 54 does not perform lifting.
  • the support portions H21 and H23 have a cylinder shape having a bottom.
  • the support portion H22 has a cylinder shape.
  • the support portions H21, H22 and H23 have an identical inner diameter.
  • the pin Pn21 is at least supported by the support portion H21 of the support portions H21 and H22.
  • the pin Pn22 is at least supported by the support portion H22 of the support portions H22 and H23.
  • the pin Pn23 is supported by the support portion H23.
  • the pins Pn21, Pn22 and Pn23 have a cylinder shape and have an identical outer diameter. The outer diameter of the pins Pn21, Pn22 and Pn23 is smaller than the inner diameter of the support portions H21, H22 and H23 by a clearance for sliding.
  • a hydraulic chamber G21 is formed between a bottom of the support portion H21 and the pin Pn21.
  • a spring chamber G22 is formed between a bottom of the support portion H23 and the pin Pn23.
  • the spring Sp2 is provided in the spring chamber G22.
  • the spring Sp2 biases the pin Pn23.
  • the OCV 82 is connected to the linking structure 632.
  • the OCV 82 is connected to the hydraulic chamber G21 via an oil path R2.
  • the OCV 82 conducts the hydraulic pressure P in to the hydraulic chamber G21 when the OCV 82 is on.
  • the OCV 82 releases the hydraulic pressure P in from the hydraulic chamber G21 when the OCV 82 is on.
  • the linking structure 632 links between the oscillation portions 63a and 63c when the OCV 82 is on.
  • the hydraulic pressure P in conducted to the hydraulic chamber G21 via the OCV 82 moves the pins Pn21, Pn22 and Pn23 against the biasing force of the spring Sp2.
  • the oscillation portions 63a and 63c are linked with each other.
  • the linking structure 632 cancels the linking between the oscillation portions 63a and 63c.
  • the spring Sp2 moves the pins Pn21, Pn22 and Pn23 against the hydraulic pressure released from the hydraulic chamber G21 via the OCV 82.
  • the pin Pn21 is supported by the support portion H21 and the pin Pn22 is supported by the support portion H22, the linking between the oscillation portions 63a and 63c is canceled.
  • the linking structure 632 links between the oscillation portions 63a and 63b when the OCV 82 is on. When the pin Pn21 is supported by the support portions H21 and H22, the oscillation portions 63a and 63b are linked. The linking structure 632 cancels the linking between the oscillation portions 63a and 63b when the OCV 82 is off. When the pin Pn21 is supported by the support portion H21, the linking between the oscillation portions 63a and 63b is canceled.
  • the pin Pn11 links between the oscillation portions 63b and 63c and cancels the linking.
  • the pin Pn22 links between the oscillation portions 63a and 63c and cancels the linking.
  • the pins Pn11 and Pn22 act as a lock member.
  • the pin Pn11 acts a first lock member.
  • the pin Pn22 acts as a second lock member.
  • the linking structure may link between a plurality of pairs of oscillation portions and cancel the linking as in the case of the linking structure 632.
  • the oil paths R11, R12 and R2 may be provided according to a linking structure of the linking structures 631 and 632 via the locker arm shaft 64.
  • FIG. 5A to FIG. 5C illustrate phases of cam switching.
  • FIG. 5A illustrates a phase where the cam Cb is the usage cam.
  • FIG. 5B illustrates a phase where the cams Cb and Cc are the usage cam.
  • FIG. 5C illustrates a phase where the cam Cc is the usage cam.
  • the camshaft 65 and the lift curved-lines La, Lb and Lc are illustrated together with the unit U.
  • the lift curved-line La is a curved line obtained in a case where the inlet valve 54 is driven in accordance with the cam profile of the cam Ca.
  • the lift curved-line Lb is a curved line obtained in a case where the inlet valve 54 is driven in accordance with the cam profile of the cam Cb.
  • the lift curved-line Lc is a curved line obtained in a case where the inlet valve 54 is driven in accordance with the cam profile of the cam Cc.
  • variable operated-valve structure 60 may use the cam Cb as the usage cam when the linking structure 631 links between the oscillation portions 63b and 63c and the linking structure 632 cancels the linking between the oscillation portions 63a and 63c.
  • the cams Cb and Cc may be used as the usage cam when the linking structure 631 cancels the linking between the oscillation portions 63b and 63c and the linking structure 632 cancels the linking between the oscillation portions 63a and 63c.
  • the cam Ca may be used as the usage cam when the linking structure 631 links between the oscillation portions 63b and 63c and the linking structure 632 links between the oscillation portions 63a and 63c.
  • the cams Ca, Cb and Cc have a different cam profile.
  • the cam profiles of the cams Ca, Cb and Cc are set so that a lift amount of the inlet valve 54 caused by the cam Ca is more than that by the cam Cb, and the amount caused by the cam Cb is more than that by the cam Cc.
  • the cam profiles of the cams Ca, Cb and Cc are set so that the lift curved-line Lb is included in the lift curved-line La, and the lift curved-line Lc is included in the Lift curved-line Lb.
  • the cams Ca, Cb and Cc are arranged along the extending direction of the camshaft 65 in this order.
  • the variable operated-valve structure 60 has a plurality of modes as a cam switching mode.
  • the cam switching mode is distinguished with respect to each switching phase of a usage cam.
  • the switching of the usage cam can be specified by a switching from one of two usage patterns of a plurality of usage patterns to the other.
  • the usage pattern of the usage cam includes a first pattern using the cam Cb as the usage cam, a second pattern using the cams Cb and Cc as the usage cam, and a third pattern using the cam Ca as the usage cam.
  • the cam switching mode includes the following first to third modes.
  • the first mode is a mode in which the switching phase of the usage cam is a switching from the cam Cb to the cams Cb and Cc.
  • the second mode is a mode in which the switching phase of the usage cam is a switching from the cam Cb to the cam Ca.
  • the third mode is a mode in which the switching phase of the usage cam is a switching from the cams Cb and Cc to the cam Ca.
  • a plurality of modes that the variable operated-valve structure 60 has as a cam switching mode are the first to third modes and fourth to sixth modes of which modes are opposite to the first to third modes.
  • the ECU 70 illustrated in FIG. 1 and so on is an electronic control device.
  • the EGR valve 43, the fuel injection valve 56, the OCVs 81 and 82 and so on are electrically connected to the ECU 70 as a controlled object.
  • the air flow meter 11, a crank angle sensor 91 to detect a crank angle q, an accelerator position sensor 92 to request acceleration to the internal combustion engine 50, and a hydraulic sensor 93 to detect the hydraulic pressure P in are electrically connected to the ECU 70 as a sensor switch.
  • the ECU 70 detects a rotation number NE that is an engine rotation number based on an output of the crank angle sensor 91.
  • a decision unit and a control unit are realized in the ECU 70.
  • the units may be realized in a plurality of electronic control devices.
  • the decision unit decides a delay time of cam switching of the variable operated-valve structure 60 based on the rotation number NE and the hydraulic pressure P in .
  • the delay time of cam switching is set in a map data M that is a map data of the delay time of cam switching based on the rotation number NE and the hydraulic pressure P in with respect to the cam switching mode in advance. Therefore, the decision unit refers to the map data M based on the cam switching mode, the rotation number NE and the hydraulic pressure P in , and reads the corresponding delay time of cam switching, and decides the delay time of cam switching.
  • the decision unit decides the delay time of cam switching when switching of usage cam is requested.
  • FIG. 6A to FIG. 6F schematically illustrate the map data M.
  • FIG. 6A illustrates a map data M1 that is the map data M used in a first mode.
  • the FIG. 6B illustrates a map data M2 that is the map data M used in a second mode.
  • the FIG. 6C illustrates a map data M3 that is the map data M used in a third mode.
  • FIG. 6D illustrates a map data M4 that is the map data M used in a fourth mode.
  • the FIG. 6E illustrates a map data M5 that is the map data M used in a fifth mode.
  • the FIG. 6F illustrates a map data M6 that is the map data M used in a sixth mode.
  • a switching cycle number cyl is set as the delay time of cam switching. As illustrated in FIG. 6A to FIG. 6F, the switching cycle number cyl changes according to the cam switching mode, the rotation number NE and the hydraulic pressure P in .
  • the control unit performs an engine control in view of the delay time of cam switching (here, the switching cycle number cyl) according to the cam switching mode of the variable operated-valve structure 60, the rotation number NE and the hydraulic pressure P in , based on the switching of a usage cam.
  • the control unit performs an engine control in which an execution timing is delayed based on the delay time of cam switching determined by the determination unit as the engine control when the switching of the usage cam is requested.
  • the execution timing is delayed by the delay time of cam switching determined by the determination unit.
  • FIG. 7 illustrates an execution example of the engine control.
  • FIG. 7 illustrates an execution example in which the usage cam is switched by the first mode (that is, the usage cam is switched to the cams Cb and Cc from the cam Cb), and after that, the usage cam is switched by the fourth mode (that is, switched to the cam Cb) under a condition where the rotation number NE and the hydraulic pressure P in are constant.
  • the engine control is performed based on a first adapted map data that is adapted to the first pattern.
  • the engine control continues until the switching cycle number cyl passes after starting of the switching of the cam Cb to the cams Cb and Cc when the OCV 81 is on.
  • an engine control is performed based on a second adapted map data that is adapted to the second pattern.
  • the switching cycle number cyl is according to the first switching mode.
  • the engine control performed based on the second adapted map data continues until the switching cycle number cyl passes after starting of the switching the usage cam from the cams Cb and Cc to the cam Cb when the OCV 81 is off. And after the switching cycle number cyl passes, the engine control is performed based on a first adapted map data.
  • the switching cycle number cyl is according to the fourth switching mode.
  • FIG. 8A to FIG. 8C schematically illustrate a map data of an engine control.
  • FIG. 8A illustrates the first adapted map data.
  • FIG. 8B illustrates the second adapted map data.
  • FIG. 8C illustrates a third adapted map data.
  • the third adapted map data is a map data of an engine control adapted to the third pattern.
  • the map data of the engine control may be prepared in advance based on an engine operation condition (here, the rotation number NE and an engine torque) with respect a usage pattern.
  • the engine control is a fuel injection control (control of injection timing, injection period or injection interval).
  • the engine control may be an ignition timing control.
  • the engine control may be a control of supercharging pressure.
  • To perform the engine control may be to change control parameters of the engine control (for example, to change the injection timing of the injection timing control).
  • the ECU 70 determines whether a request to switch the usage cam is input (Step S1). When it is determined as “Yes”, the ECU 70 determines whether the hydraulic pressure P in can be detected (Step S2). When it is determined as “Yes”, the ECU 70 determines whether the switching of the usage cam is possible (Step S3). In the Step S3, it is determined whether the hydraulic pressure P in to operate the variable operated-valve structure 60 is secured. When it is determined as "No” in the Step S1 to S3, the flowchart is once terminated.
  • Step S4 When it is determined as "Yes” in the Step S3, the ECU 70 switches the usage cam (Step S4).
  • the ECU 70 controls on and off of the OCVs 81 and 82 in accordance with the request for switching.
  • the ECU 70 selects a map data M based on the cam switching mode according to the request for switching (Step S5).
  • the ECU 70 determines the switching cycle number cyl by reading the switching cycle number cyl from the map data M selected based on the rotation number NE and the hydraulic pressure P in (Step S6).
  • the ECU 70 performs an engine control according to the switching of the usage cam after the determined switching cycle number cyl passes (Step S7).
  • FIG. 10 illustrates a delay time of switching.
  • FIG. 11A to FIG. 11C illustrate the switching cycle number cyl.
  • FIG. 11A illustrates the switching cycle number cyl in a case where the usage cam is switched with an identical rotation number NE in the first to third modes.
  • FIG. 11B illustrates the switching cycle number cyl in a case where the OCV 81 is on and off with an identical rotation number NE (the usage cam is switched in the first mode and the fourth mode).
  • FIG. 11C illustrates the switching cycle number cyl in a case where the usage cam is switched with different ration numbers NE in the first mode.
  • FIG. 10 illustrates the lift amount of the inlet valve 54 together with the hydraulic pressure P in and the on and off of the OCV 81.
  • the lift amount of the inlet valve 54 changes at a later time from the starting of the switching of the usage cam.
  • a given delay time for switching occurs in a case where the switching cycle number cyl is six cycles.
  • the switching cycle number cyl is different with respect to each cam switching mode. This is because data (for example, a pin diameter, a pin stroke, or a spring tension) are different between the linking structures 631 and 632.
  • the switching cycle number cyl in a case where the OCV 81 is on is different from that in a case where the OCV 81 is off. This is because the driving force of the pins Pn11 and Pn12 caused by the hydraulic pressure P in is different from that caused by the spring Sp1 (and the hydraulic pressure P in ).
  • the switching cycle number cyl differs according to the rotation number NE. This is because the lower the rotation number NE is, the longer the time to switch is.
  • the switching cycle number cyl differs according to the hydraulic pressure P in .
  • the internal combustion engine 50 has the ECU 70 acting as a control unit performing an engine control in view of a delay time for cam switching determined by the cam switching mode, the rotation number NE and the hydraulic pressure P in according to the switching of the usage cam. Therefore, the internal combustion engine 50 is preferably capable of performing the engine control according to the switching of the usage cam performed by the variable operated-valve structure 60. The internal combustion engine 50 can prevent or suppress degradation of exhaust emission or drivability by preferably performing the engine control.
  • the internal combustion engine 50 has the ECU 70 acting as a decision unit deciding the delay time for cam switching based on the cam switching mode, the rotation number NE and the hydraulic pressure P in .
  • the ECU 70 acting as the decision unit decides the delay time for cam switching when a switching of the usage cam is requested.
  • the ECU 70 acting as the control unit performs an engine control in which an execution time is delayed based on the decided delay time for cam switching.
  • the internal combustion engine 50 has the structure, and thereby is capable of performing an engine control according to switching of the usage cam performed by the variable operated-valve structure 60.
  • the internal combustion engine 50 having the structure can apply a common supplied hydraulic pressure in the linking structures 631 and 632 to the hydraulic pressure P in . Therefore, the internal combustion engine 50 having the structure is capable of performing the engine control even if a hydraulic sensor having high responsibility and high detection accuracy is not provided to detect hydraulic pressure in the hydraulic chamber G11 or the hydraulic chamber G21. As a result, the internal combustion engine 50 has an advantage in cost, component number and mounting.
  • valve is the inlet valve 54 .
  • the structure is not limited.
  • the valve may be an exhaust valve.
  • a variable operated-valve structure in a case where the valve is an exhaust valve is as follows.
  • FIG. 12 is a first drawing of a main part of a variable operated-valve structure 60' that is another example.
  • FIG. 13 is a second drawing of the main part of the variable operated-valve structure 60'.
  • FIG. 14A and FIG. 14B illustrate a camshaft 65'.
  • FIG. 14A illustrates an overall structure of the camshaft 65'.
  • FIG. 14B illustrates a cross sectional view of cams Ca', Cb' and Cc' taken along a line A-A of FIG. 14A.
  • FIG. 12 illustrates the camshaft 65' and the variable operated-valve structure 60'.
  • FIG. 13 illustrates the OCVs 81' and 82' and the variable operated-valve structure 60'.
  • the variable operated-valve structure 60' selects a usage cam for driving the exhaust valve 55 from the cams Ca', Cb' and Cc'.
  • the camshaft 65' has the cams Ca', Cb' and Cc'.
  • the cams Ca', Cb' and Cc' act as a plurality of (three) cams used for driving the exhaust valve 55.
  • the cams Ca', Cb' and Cc' are arranged in this order.
  • the cams Ca', Cb' and Cc' have a cam profile different from each other.
  • the cam profiles of the cams Ca' and Cb' are set so that the exhaust valve 55 is driven in at least an exhaust stroke of the exhaust stroke and an inlet stroke.
  • the cam profiles of the cams Ca' and Cb' is set so that an opening period of the exhaust valve 55 according to the cam Ca' includes an opening period of the exhaust valve 55 according to the cam Cb', and a lift amount of the exhaust valve 55 caused by the cam Ca' is larger than that by the cam Cb'.
  • the cam profile of the cam Cc' is set so that the exhaust valve 55 is driven at a timing that is different from the cams Ca' and Cb'.
  • the cam profile of the cam Cc' is set so that the exhaust valve 55 opens during opening period of the inlet valve 54.
  • the cam Cc' is used together with the cam Cb'.
  • the cam Cc' is used together with the cam Ca'.
  • the variable operated-valve structure 60' has a locker arm portion 63' and a hydraulic type linking structures 631' and 632'.
  • the locker arm portion 63' individually oscillates in accordance with the cam profiles of the cams Ca', Cb' and Cc', and has oscillation portions 63a', 63b' and 63c' mediating driving force to the exhaust valve 55 from the camshaft 65'.
  • the oscillation portion 63a' has a cam-contact portion 61a'.
  • the oscillation portion 63b' has a cam-contact portion 61b'.
  • the oscillation portion 63c' has a cam-contact portion 61c'.
  • the cam-contact portion 61a' is a cam-contact portion contacting the cam Ca' of the plurality of the cam-contact portions 61'.
  • the cam-contact portion 61b' is a cam-contact portion contacting the cam Cb'.
  • the cam-contact portion 61c' is a cam-contact portion contacting the cam Cc'.
  • the linking structures 631' and 632' perform linking and canceling the linking with the same mechanism as the linking structures 631 and 632. Therefore, a description of a concrete structure of the linking structures 631' and 632' is omitted.
  • the OCV 81' is connected to the linking structure 631'.
  • the OCV 82' is connected to the linking structure 632'.
  • the OCV 81' conducts the hydraulic pressure P in to the linking structure 631'.
  • the OCV 81' is off, the OCV 81' releases the hydraulic pressure from the linking structure 631'.
  • the OCV 82' When the OCV 82' is on, the OCV 82' conducts the hydraulic pressure P in to the linking structure 632'.
  • the OCV 82' releases the hydraulic pressure from the linking structure 632'.
  • the linking structure 631' links between the oscillation portions 63a' and 63b' when the OCV 81' is on.
  • the hydraulic pressure P in conducted via the OCV 81' moves pins Pn11' and Pn12' against the biasing force of a spring Sp1'.
  • the oscillation portions 63a' and 63b' are linked.
  • the linking structure 631' cancels the linking between the oscillation portions 63a' and 63b' when the OCV 81' is off.
  • the spring Sp1' moves the pins Pn11' and Pn12' against the hydraulic pressure released via the OCV 81'.
  • the linking structure 631' performs linking and canceling the linking between the oscillation portions 63a' and 63b' with the pin Pn11'.
  • the linking structure 632' performs linking and canceling the linking between the oscillation portions 63b' and 63c' with the pin Pn21', as in the case of the linking structure 631'. Therefore, the lining structures 631' and 632' perform linking and canceling the linking between two of the oscillation portions 63a', 63b' and 63c' with the pin Pn11' or the pin Pn21'.
  • the oscillation portion 63b' has the valve drive portion 62'. Therefore, in the variable operated-valve structure 60', the oscillation portion 63b' of the oscillation portions 63a', 63b' and 63c' drives the exhaust valve 55.
  • the usage patterns of the usage cam realized by the variable operated-valve structure 60' are as follows.
  • FIG. 15A to FIG. 15C illustrate a usage pattern of the usage cam.
  • FIG. 15A illustrates the first pattern.
  • FIG. 15B illustrates the second pattern.
  • FIG. 15C illustrates the third pattern.
  • the oscillation portions 63a' and 63c' illustrated with a broken line are under a condition that linking is canceled.
  • the cam Ca' is used.
  • the linking structure 631' links between the oscillation portions 63a' and 63b', and the linking structure 632' cancels the linking between the oscillation portions 63b' and 63c'.
  • the exhaust valve 55 can be driven according to the cams Ca' and Cb'.
  • the cam profiles of the cams Ca' and Cb' are set so that the lift amount of the exhaust valve 55 caused by the cam Ca' is larger than that by the cam Cb' in each phase, as mentioned above. Therefore, in this case, the exhaust valve 55 is driven according to the cam Ca'.
  • the cam Cb' is the usage cam.
  • the linking structure 631' cancels the linking between the oscillation portions 63a' and 63b'
  • the linking structure 632' cancels the linking between the oscillation portions 63b' and 63c'.
  • the driving force is not conducted from the oscillation portion 63a' to the oscillation portion 63b'.
  • the driving force is not conducted from the oscillation portion 63c' to the oscillation portion 63b'. Therefore, in this case, the exhaust valve 55 is driven according to the cam Cb'.
  • the cams Cb' and Cc' are the usage cam.
  • the linking structure 631' cancels the linking between the oscillation portions 63a' and 63b', and the linking structure 632' links between the oscillation portions 63b' and 63c'.
  • the exhaust valve 55 is driven according to the cams Cb' and Cc'.
  • variable operated-valve structure with an exhaust valve has the same effect as another variable operated-valve structure with an inlet valve.

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Abstract

An internal combustion engine includes: three or more cams that are used for driving a valve; a cam-switching type variable operated-valve structure that has a locker arm portion and a plurality of hydraulic linking structures, the locker arm portion having a plurality of oscillation portions that individually oscillate according to cam profiles of the cams and mediate power conducted from a camshaft having the cams to the valve, the plurality of linking structures performing linking and canceling the linking between two of the plurality of oscillation portions with a lock member, the variable operated-valve structure selecting a usage cam that is used for driving the valve from the cams; and a control unit that performs an engine control in view of a delay time for cam switching of the variable operated-valve structure that is determined by a cam switching mode of the variable operated- valve structure, a rotation number of the engine, hydraulic pressure conducted to the plurality of linking structures according to switching of the usage cam.

Description

INTERNAL COMBUSTION ENGINE
The present invention relates to an internal combustion engine.
There is known a technology in which an engine control in view of a delay time for cam switching of a variable operated-valve structure is performed. Patent Document 1 discloses a variable operated-valve device of an internal combustion engine having a switching time obtain means for obtaining switching time to switch lift characteristic of a valve in a plurality of cylinders and a control timing determination means for determining an execution timing of the engine control based on the time to switch the lift characteristic during switching of lift characteristic.
Japanese Patent Application Publication No. 2008-45460
There are various types in the variable operated-valve structure. There may be factors influencing a delay time for cam switching in addition to a rotation number of an engine. Therefore, it is not possible to obtain the delay time for cam switching having high accuracy only in view of the rotation number of the engine. And, it is possible that the engine control performed according to the switching of the usage cam is not performed at an adequate timing. As a result, the exhaust emission and the drivability may be degraded.
Therefore, the present invention has an object to provide an internal combustion engine that is capable of preferably performing an engine control according to switching of a usage cam performed by a variable operated-valve structure.
An internal combustion engine includes: three or more cams that are used for driving a valve; a cam-switching type variable operated-valve structure that has a locker arm portion and a plurality of hydraulic linking structures, the locker arm portion having a plurality of oscillation portions that individually oscillate according to cam profiles of the cams and mediate power conducted from a camshaft having the cams to the valve, the plurality of linking structures performing linking and canceling the linking between two of the plurality of oscillation portions with a lock member, the variable operated-valve structure selecting a usage cam that is used for driving the valve from the cams; and a control unit that performs an engine control in view of a delay time for cam switching of the variable operated-valve structure that is determined by a cam switching mode of the variable operated-valve structure, a rotation number of the engine, hydraulic pressure conducted to the plurality of linking structures according to switching of the usage cam.
The internal combustion engine may include decision unit that decides the delay time for cam switching of the variable operated-valve structure based on the cam switching mode, the rotation number of the engine and the hydraulic pressure, wherein the decision unit may decide the delay time for cam switching of the variable operated-valve structure and the control unit may perform the engine control in which an execution timing is delayed based on the delay time for cam switching decided by the decision unit as the engine control, when switching of the usage cam is requested.
According to an aspect of the present invention, it is possible to preferably perform an engine control according to switching of a usage cam performed by a variable operated-valve structure.
FIG. 1 illustrates an overall structure diagram of an internal combustion engine and around the internal combustion engine; FIG. 2 illustrates a schematic structure diagram of an internal combustion engine; FIG. 3 illustrates a schematic structure of a variable operated-valve structure; FIG. 4 illustrates a linking structure; FIG. 5A to FIG. 5C illustrate phases of cam switching; FIG. 6A to FIG. 6F illustrate a map data of delay time of cam switching; FIG. 7 illustrates an execution example of an engine control; FIG. 8A to FIG. 8C illustrate a map data of an engine control; FIG. 9 illustrates an example of a flowchart of an engine control operation; FIG. 10 illustrates delay time of switching; FIG. 11A to FIG. 11C illustrate the switching cycle number cyl. FIG. 12 is a first drawing of a main part of another variable operated-valve structure; FIG. 13 is a second drawing of a main part of another variable operated-valve structure; FIG. 14A and FIG. 14B illustrate another camshaft; and FIG. 15A to FIG. 15C illustrate a usage pattern of another usage cam.
A description will be given of embodiments with reference to drawings.
FIG. 1 illustrates an overall structure diagram of an internal combustion engine 50 and around the internal combustion engine 50. FIG. 2 illustrates a schematic structure diagram of the internal combustion engine 50. FIG. 3 illustrates a schematic structure of a variable operated-valve structure 60. FIG. 3 illustrates the variable operated-valve structure 60 together with a camshaft 65. The internal combustion engine 50 is an internal combustion-engine of a compression ignition type, and has a plurality of (four in this case) cylinders 51a. The internal combustion engine 50 is mounted on a vehicle not illustrated together with an inlet system 10, an exhaust system 20 and an exhaust reflux system 40. The internal combustion engine 50 may be an internal combustion engine of a spark ignition type.
The inlet system 10 has an air flow meter 11, an intercooler 12 and an intake manifold 13. The air flow meter 11 measures an intake air amount. The intercooler 12 cools the intake air. The intake manifold 13 distributes the intake air into each cylinder 51a of the internal combustion engine 50.
The exhaust system 20 has an exhaust manifold 21 and a catalyst 22. The exhaust manifold 21 converges exhausted air from each cylinder 51a. The catalyst 22 cleans up the exhausted air. A supercharger 30 is provided in the inlet system 10 and the exhaust system 20. The supercharger 30 supercharges intake air to the internal combustion engine 50. In concrete, the supercharger 30 is a variable geometry turbocharger and is a supercharger that is capable of changing supercharging pressure.
The exhaust reflux system 40 has an EGR pipe 41, an EGR cooler 42 and an EGR valve 43. The EGR pipe 41 communicates the inlet system 10 with the exhaust system 20. In concrete, the EGR pipe 41 communicates a pathway-assembly portion of the intake manifold 13 with another pathway-assembly portion of the exhaust manifold 21. The EGR cooler 42 cools the refluxed exhaust air. The EGR valve 43 adjusts an amount of the refluxed exhaust air.
The internal combustion engine 50 has a cylinder block 51, a cylinder head 52, a piston 53, an inlet valve 54, an exhaust valve 55, a fuel injection valve 56, a variable operated-valve structure 60 and the camshaft 65, in addition to an ECU 70. The piston 53, the inlet valve 54, the exhaust valve 55, and the fuel injection valve 56 are provided in each cylinder 51a. The cylinder block 51 has the cylinder 51a. The cylinder 51a houses the piston 53. The cylinder head 52 is fixed to an upper face of the cylinder block 51. A combustion chamber E is a space surrounded by the cylinder block 51, the cylinder head 52 and the piston 53. The piston 53 is adjacent to the combustion chamber E.
The cylinder head 52 has an inlet port 52a guiding inlet air to the combustion chamber E and an exhaust port 52b exhausting gas from the combustion chamber E. And, the cylinder head 52 has an inlet valve 54 opening or closing the inlet port 52a and an exhaust valve 55 opening or closing the exhaust port 52b. In concrete, a plurality of (two) inlet valves 54 and a plurality of (two) exhaust valves 55 are provided in each cylinder 51a. The fuel injection valve 56 is provided in the cylinder head 52 and injects fuel to the combustion chamber E.
The variable operated-valve structure 60 is provided in the cylinder head 52. The variable operated-valve structure 60 is a cam-switch type variable operated-valve structure, and selects a usage cam used for driving the inlet valve 54 from a first cam Ca, a second cam Cb and a third cam Cc. The cams Ca, Cb and Cc are provided on the camshaft 65 and form a plurality of cam used for driving the inlet valve 54. The number of the plurality of the cams may be three or more.
In concrete, the cams Ca, Cb and Cc are respectively provided in each cylinder 51a. Therefore, the cams Ca, Cb and Cc are used for driving the inlet valve 54 in each cylinder 51a. The variable operated-valve structure 60 selects a usage cam used for driving the inlet valve 54 from the cams Ca, Cb and Cc in each cylinder 51a.
The variable operated-valve structure 60 has a cam-contact portion 61, a valve drive portion 62, a locker arm portion 63 and a locker arm shaft 64. The cam-contact portion 61, the valve drive portion 62 and the locker arm portion 63 are provided in each cylinder 51a and form a unit U.
The cam-contact portion 61 is a cam follower. A plurality of (three) cam-contact portions 61 are respectively provided in the cams Ca, Cb and Cc. A cam-contact portion 61a is a cam-contact-portion contacting the cam Ca in the cam-contact portion 61. A cam-contact portion 61b is a cam-contact portion contacting the cam Cb. A cam-contact portion 61c is a cam-contact portion contacting the cam Cc. A plurality of the cam-contact portions 61 are respectively provided in the locker arm portion 63.
The valve drive portion 62 is provided in the locker arm portion 63. The number of the valve drive portion 62 (two) is the same as that of the inlet valve 54 provided in each cylinder 51a. The valve drive portion 62 conducts driving force to the inlet valve 54. A screw tappet may be applied to the valve drive portion 62. The valve drive portion 62 may be a part of the locker arm portion 63.
The locker arm portion 63 is driving-force mediation portion and mediates driving force conducted from the camshaft 65 to the inlet valve 54 together with the cam-contact portion 61 and the valve drive portion 62. The locker arm shaft 64 is inserted into the locker arm portion 63. The locker arm shaft 64 supports the locker arm portion 63 so that the locker arm portion 63 can slide. The locker arm shaft 64 is a common shaft in the units U provided in each cylinder 51a. The locker arm shaft 64 extends along an extending direction of the camshaft 65.
The locker arm portion 63 has an oscillation portions 63a, 63b and 63c acting as a plurality of oscillation portions. The oscillation portions 63a, 63b and 63c are arranged along the extending direction of the camshaft 65 in this order. The oscillation portions 63a, 63b and 63c individually oscillates according to a cam profile of the cams Ca, Cb and Cc, and mediate driving force conducted from the camshaft 65 to the inlet valve 54.
The oscillation portion 63a acting as a first oscillation portion has the cam-contact portion 61a. Therefore, the oscillation portion 63a oscillates according to the cam Ca. The oscillation portion 63b acting as a second oscillation portion has the cam-contact portion 61b. The oscillation portion 63c acting as a third oscillation portion has the cam-contact portion 61c. Therefore, the oscillation portion 63b oscillates according to the cam Cb. The oscillation portion 63c oscillates according to the cam Cc.
The valve drive portion 62 is provided in the oscillation portion 63b and the oscillation portion 63c. Therefore, in the locker arm portion 63, the oscillation portions 63b and 63c of the oscillation portions 63a, 63b and 63c drive the inlet valve 54. The oscillation portions 63a, 63b and 63c are supported by the locker arm shaft 64 so that the oscillation portions 63a, 63b and 63c can individually slide.
The locker arm portion 63 has a linking structures 631 and 632 acting as a plurality of linking structures. The linking structures 631 and 632 are hydraulic type and links between two of the oscillation portions 63a, 63b and 63c and cancels the linking. In concrete, the linking structure 631 acting as a first linking structure links between the oscillation portions 63b and 63c and cancels the linking. The linking structure 632 links between the oscillation portions 63a and 63c and cancels the linking.
The oscillation portion 63a has a biasing member such as a return spring that biases the cam-contact portion 61a toward the cam Ca so that the cam Ca is capable of driving the inlet valve 54. Therefore, the oscillation portion 63a makes the cam-contact portion 61a contact the cam Ca under a condition that the linking is canceled.
FIG. 4 illustrates the linking structures 631 and 632. In concrete, the linking structure 631 has a support portions H11 and H12 and pins Pn11 and Pn12, and a spring Sp1. The oscillation portion 63b has the support portion H11. The oscillation portion 63c has the support portion H12. The support portions H11 and H12 are arranged along an extending direction of the camshaft 65 when the inlet valve 54 does not perform lifting. The support portions H11 and H12 have a cylinder shape having a bottom and have an identical inner diameter. The "identical" includes a case where the diameters are different from each other within a production error. The same shall apply hereafter.
The pin Pn11 is at least supported by the support portion H11 of the support portions H11 and H12. The pin Pn12 is at least supported by the support portion H12 of the support portions H11 and H12. The pins Pn11 and Pn12 have a cylinder shape and have an identical outer diameter. The outer diameter of the pins Pn11 and Pn12 is smaller than the inner diameter of the support portions H11 and H12 by a clearance for sliding.
A spring chamber G11 is formed between a bottom of the support portion H11 and the pin Pn11. The spring chamber G11 is a hydraulic chamber. A hydraulic chamber G12 is formed between a bottom of the support portion H12 and the pin Pn12. The spring Sp1 is provided in the spring chamber G11. The spring Sp1 biases the pin Pn11.
An OCV (Oil Control Valve) 81 is connected to the linking structure 631. The OCV 81 is connected to the spring chamber G11 via an oil path R11, and is connected to the hydraulic chamber G12 via an oil path R12. The OCV 81 releases the hydraulic pressure from the hydraulic chamber G12 and conducts a hydraulic pressure Pin to the spring chamber G11, when the OCV 81 is off. The OCV 81 conducts the hydraulic pressure Pin to the hydraulic chamber G12 and releases the hydraulic pressure from the spring chamber G11, when the OCV 81 is on. The hydraulic pressure Pin is common supplied hydraulic pressure to the linking structures 631 and 632, and is conducted to the linking structures 631 and 632 via the OCVs 81 and 82. The hydraulic pressure Pin may be a main gallery hydraulic pressure.
The linking structure 631 links between the oscillation portions 63b and 63c when the OCV 81 is off. In concrete, in this case, under a condition that the inlet valve 54 does not perform the lifting, the hydraulic pressure Pin conducted to the spring chamber G11 via a spring Sp1 and the OCV 81 moves the pins Pn11 and Pn12 against the hydraulic pressure released from the hydraulic chamber G12 via the OCV 81. As a result, when the support portions H11 and H12 support the pin Pn11, the oscillation portions 63b and 63c are linked with each other. When the OCV 81 is off, the linking structure 631 can link between the oscillation portions 63b and 63c by moving the pins Pn11 and Pn12 with use of the spring Sp1 even if the hydraulic pressure Pin does not occur.
When the OCV 81 is on, the linking structure 631 cancels the linking between the oscillation portions 63b and 63c. In concrete, under a condition that the inlet valve 54 does not perform lifting, the hydraulic pressure Pin conducted to the hydraulic chamber G12 via the OCV 81 moves the pins Pn11 and Pn12 against the hydraulic pressure released from the spring chamber G11 via the OCV 81. As a result, when the pin Pn11 is supported by the support portion H11, the linking between the oscillation portions 63b and 63c is canceled.
In concrete, the linking structure 632 has a support portions H21, H22 and H23, pins Pn21, Pn22 and Pn23, and a spring Sp2. The oscillation portion 63b has the support portion H21. The oscillation portion 63a has the support portion H22. The oscillation portion 63c has the support portion H23. The support portions H21, H22 and H23 are arranged along an extending direction of the camshaft 65 when the inlet valve 54 does not perform lifting. The support portions H21 and H23 have a cylinder shape having a bottom. The support portion H22 has a cylinder shape. The support portions H21, H22 and H23 have an identical inner diameter.
The pin Pn21 is at least supported by the support portion H21 of the support portions H21 and H22. The pin Pn22 is at least supported by the support portion H22 of the support portions H22 and H23. The pin Pn23 is supported by the support portion H23. The pins Pn21, Pn22 and Pn23 have a cylinder shape and have an identical outer diameter. The outer diameter of the pins Pn21, Pn22 and Pn23 is smaller than the inner diameter of the support portions H21, H22 and H23 by a clearance for sliding.
A hydraulic chamber G21 is formed between a bottom of the support portion H21 and the pin Pn21. A spring chamber G22 is formed between a bottom of the support portion H23 and the pin Pn23. The spring Sp2 is provided in the spring chamber G22. The spring Sp2 biases the pin Pn23. The OCV 82 is connected to the linking structure 632. The OCV 82 is connected to the hydraulic chamber G21 via an oil path R2. The OCV 82 conducts the hydraulic pressure Pin to the hydraulic chamber G21 when the OCV 82 is on. The OCV 82 releases the hydraulic pressure Pin from the hydraulic chamber G21 when the OCV 82 is on.
The linking structure 632 links between the oscillation portions 63a and 63c when the OCV 82 is on. In concrete, in this case, under a condition that the inlet valve 54 does not perform the lifting, the hydraulic pressure Pin conducted to the hydraulic chamber G21 via the OCV 82 moves the pins Pn21, Pn22 and Pn23 against the biasing force of the spring Sp2. As a result, when the pin Pn22 is supported by the support portions H22 and H23, the oscillation portions 63a and 63c are linked with each other.
When the OCV 82 is off, the linking structure 632 cancels the linking between the oscillation portions 63a and 63c. In concrete, under a condition that the inlet valve 54 does not perform lifting, the spring Sp2 moves the pins Pn21, Pn22 and Pn23 against the hydraulic pressure released from the hydraulic chamber G21 via the OCV 82. As a result, when the pin Pn21 is supported by the support portion H21 and the pin Pn22 is supported by the support portion H22, the linking between the oscillation portions 63a and 63c is canceled.
The linking structure 632 links between the oscillation portions 63a and 63b when the OCV 82 is on. When the pin Pn21 is supported by the support portions H21 and H22, the oscillation portions 63a and 63b are linked. The linking structure 632 cancels the linking between the oscillation portions 63a and 63b when the OCV 82 is off. When the pin Pn21 is supported by the support portion H21, the linking between the oscillation portions 63a and 63b is canceled.
In this manner, in concrete, in the linking structure 631, the pin Pn11 links between the oscillation portions 63b and 63c and cancels the linking. In the linking structure 632, the pin Pn22 links between the oscillation portions 63a and 63c and cancels the linking. The pins Pn11 and Pn22 act as a lock member. The pin Pn11 acts a first lock member. The pin Pn22 acts as a second lock member. The linking structure may link between a plurality of pairs of oscillation portions and cancel the linking as in the case of the linking structure 632. The oil paths R11, R12 and R2 may be provided according to a linking structure of the linking structures 631 and 632 via the locker arm shaft 64.
FIG. 5A to FIG. 5C illustrate phases of cam switching. FIG. 5A illustrates a phase where the cam Cb is the usage cam. FIG. 5B illustrates a phase where the cams Cb and Cc are the usage cam. FIG. 5C illustrates a phase where the cam Cc is the usage cam. In FIG. 5A to FIG. 5C, the camshaft 65 and the lift curved-lines La, Lb and Lc are illustrated together with the unit U. The lift curved-line La is a curved line obtained in a case where the inlet valve 54 is driven in accordance with the cam profile of the cam Ca. The lift curved-line Lb is a curved line obtained in a case where the inlet valve 54 is driven in accordance with the cam profile of the cam Cb. The lift curved-line Lc is a curved line obtained in a case where the inlet valve 54 is driven in accordance with the cam profile of the cam Cc.
As illustrated in FIG. 5A, the variable operated-valve structure 60 may use the cam Cb as the usage cam when the linking structure 631 links between the oscillation portions 63b and 63c and the linking structure 632 cancels the linking between the oscillation portions 63a and 63c. As illustrated in FIG. 5B, the cams Cb and Cc may be used as the usage cam when the linking structure 631 cancels the linking between the oscillation portions 63b and 63c and the linking structure 632 cancels the linking between the oscillation portions 63a and 63c. As illustrated in FIG. 5C, the cam Ca may be used as the usage cam when the linking structure 631 links between the oscillation portions 63b and 63c and the linking structure 632 links between the oscillation portions 63a and 63c.
The cams Ca, Cb and Cc have a different cam profile. As indicated by the lift curved-lines La, Lb and Lc, the cam profiles of the cams Ca, Cb and Cc are set so that a lift amount of the inlet valve 54 caused by the cam Ca is more than that by the cam Cb, and the amount caused by the cam Cb is more than that by the cam Cc. In other words, the cam profiles of the cams Ca, Cb and Cc are set so that the lift curved-line Lb is included in the lift curved-line La, and the lift curved-line Lc is included in the Lift curved-line Lb. The cams Ca, Cb and Cc are arranged along the extending direction of the camshaft 65 in this order.
The variable operated-valve structure 60 has a plurality of modes as a cam switching mode. The cam switching mode is distinguished with respect to each switching phase of a usage cam. The switching of the usage cam can be specified by a switching from one of two usage patterns of a plurality of usage patterns to the other. The usage pattern of the usage cam includes a first pattern using the cam Cb as the usage cam, a second pattern using the cams Cb and Cc as the usage cam, and a third pattern using the cam Ca as the usage cam.
The cam switching mode includes the following first to third modes. The first mode is a mode in which the switching phase of the usage cam is a switching from the cam Cb to the cams Cb and Cc. The second mode is a mode in which the switching phase of the usage cam is a switching from the cam Cb to the cam Ca. The third mode is a mode in which the switching phase of the usage cam is a switching from the cams Cb and Cc to the cam Ca. A plurality of modes that the variable operated-valve structure 60 has as a cam switching mode are the first to third modes and fourth to sixth modes of which modes are opposite to the first to third modes.
The ECU 70 illustrated in FIG. 1 and so on is an electronic control device. The EGR valve 43, the fuel injection valve 56, the OCVs 81 and 82 and so on are electrically connected to the ECU 70 as a controlled object. The air flow meter 11, a crank angle sensor 91 to detect a crank angle q, an accelerator position sensor 92 to request acceleration to the internal combustion engine 50, and a hydraulic sensor 93 to detect the hydraulic pressure Pin are electrically connected to the ECU 70 as a sensor switch. The ECU 70 detects a rotation number NE that is an engine rotation number based on an output of the crank angle sensor 91.
When a CPU executes processes with use of a temporary storage area of a RAM as necessary based on a program stored in a ROM, for example, a decision unit and a control unit are realized in the ECU 70. The units may be realized in a plurality of electronic control devices.
The decision unit decides a delay time of cam switching of the variable operated-valve structure 60 based on the rotation number NE and the hydraulic pressure Pin. The delay time of cam switching is set in a map data M that is a map data of the delay time of cam switching based on the rotation number NE and the hydraulic pressure Pin with respect to the cam switching mode in advance. Therefore, the decision unit refers to the map data M based on the cam switching mode, the rotation number NE and the hydraulic pressure Pin, and reads the corresponding delay time of cam switching, and decides the delay time of cam switching. The decision unit decides the delay time of cam switching when switching of usage cam is requested.
FIG. 6A to FIG. 6F schematically illustrate the map data M. FIG. 6A illustrates a map data M1 that is the map data M used in a first mode. The FIG. 6B illustrates a map data M2 that is the map data M used in a second mode. The FIG. 6C illustrates a map data M3 that is the map data M used in a third mode. FIG. 6D illustrates a map data M4 that is the map data M used in a fourth mode. The FIG. 6E illustrates a map data M5 that is the map data M used in a fifth mode. The FIG. 6F illustrates a map data M6 that is the map data M used in a sixth mode.
As illustrated in FIG. 6A to FIG. 6F, in the map data M, a switching cycle number cyl is set as the delay time of cam switching. As illustrated in FIG. 6A to FIG. 6F, the switching cycle number cyl changes according to the cam switching mode, the rotation number NE and the hydraulic pressure Pin.
The control unit performs an engine control in view of the delay time of cam switching (here, the switching cycle number cyl) according to the cam switching mode of the variable operated-valve structure 60, the rotation number NE and the hydraulic pressure Pin, based on the switching of a usage cam. In concrete, the control unit performs an engine control in which an execution timing is delayed based on the delay time of cam switching determined by the determination unit as the engine control when the switching of the usage cam is requested. In the engine control, the execution timing is delayed by the delay time of cam switching determined by the determination unit.
FIG. 7 illustrates an execution example of the engine control. FIG. 7 illustrates an execution example in which the usage cam is switched by the first mode (that is, the usage cam is switched to the cams Cb and Cc from the cam Cb), and after that, the usage cam is switched by the fourth mode (that is, switched to the cam Cb) under a condition where the rotation number NE and the hydraulic pressure Pin are constant.
As illustrated in FIG. 7, when the OCV 81 is off and the usage cam is the cam Cb (a used pattern is a first pattern), the engine control is performed based on a first adapted map data that is adapted to the first pattern. The engine control continues until the switching cycle number cyl passes after starting of the switching of the cam Cb to the cams Cb and Cc when the OCV 81 is on. And after the switching cycle number cyl passes, an engine control is performed based on a second adapted map data that is adapted to the second pattern. The switching cycle number cyl is according to the first switching mode.
The engine control performed based on the second adapted map data continues until the switching cycle number cyl passes after starting of the switching the usage cam from the cams Cb and Cc to the cam Cb when the OCV 81 is off. And after the switching cycle number cyl passes, the engine control is performed based on a first adapted map data. The switching cycle number cyl is according to the fourth switching mode.
FIG. 8A to FIG. 8C schematically illustrate a map data of an engine control. FIG. 8A illustrates the first adapted map data. FIG. 8B illustrates the second adapted map data. FIG. 8C illustrates a third adapted map data. The third adapted map data is a map data of an engine control adapted to the third pattern. As illustrated in FIG. 8A to FIG. 8C, the map data of the engine control may be prepared in advance based on an engine operation condition (here, the rotation number NE and an engine torque) with respect a usage pattern.
In concrete, the engine control is a fuel injection control (control of injection timing, injection period or injection interval). When the internal combustion engine 50 is a spark-ignition internal combustion engine, the engine control may be an ignition timing control. When the internal combustion engine 50 is an engine with a supercharger that is capable of changing a supercharging pressure, the engine control may be a control of supercharging pressure. To perform the engine control may be to change control parameters of the engine control (for example, to change the injection timing of the injection timing control).
Next, a description will be given of an example of the control operation of the ECU 70 with reference to a flowchart of FIG. 9. The ECU 70 determines whether a request to switch the usage cam is input (Step S1). When it is determined as "Yes", the ECU 70 determines whether the hydraulic pressure Pin can be detected (Step S2). When it is determined as "Yes", the ECU 70 determines whether the switching of the usage cam is possible (Step S3). In the Step S3, it is determined whether the hydraulic pressure Pin to operate the variable operated-valve structure 60 is secured. When it is determined as "No" in the Step S1 to S3, the flowchart is once terminated.
When it is determined as "Yes" in the Step S3, the ECU 70 switches the usage cam (Step S4). In the Step S4, the ECU 70 controls on and off of the OCVs 81 and 82 in accordance with the request for switching. Next, the ECU 70 selects a map data M based on the cam switching mode according to the request for switching (Step S5). And, the ECU 70 determines the switching cycle number cyl by reading the switching cycle number cyl from the map data M selected based on the rotation number NE and the hydraulic pressure Pin (Step S6). Next, the ECU 70 performs an engine control according to the switching of the usage cam after the determined switching cycle number cyl passes (Step S7).
Next, a description will be given of a main function and effect of the internal combustion engine 50. FIG. 10 illustrates a delay time of switching. FIG. 11A to FIG. 11C illustrate the switching cycle number cyl. FIG. 11A illustrates the switching cycle number cyl in a case where the usage cam is switched with an identical rotation number NE in the first to third modes. FIG. 11B illustrates the switching cycle number cyl in a case where the OCV 81 is on and off with an identical rotation number NE (the usage cam is switched in the first mode and the fourth mode). FIG. 11C illustrates the switching cycle number cyl in a case where the usage cam is switched with different ration numbers NE in the first mode. FIG. 10 illustrates the lift amount of the inlet valve 54 together with the hydraulic pressure Pin and the on and off of the OCV 81.
As illustrated in FIG. 10, in the variable operated-valve structure 60, the lift amount of the inlet valve 54 changes at a later time from the starting of the switching of the usage cam. In concrete, in the example of FIG. 10, a given delay time for switching occurs in a case where the switching cycle number cyl is six cycles.
As illustrated in FIG. 11A, the switching cycle number cyl is different with respect to each cam switching mode. This is because data (for example, a pin diameter, a pin stroke, or a spring tension) are different between the linking structures 631 and 632. As illustrated in FIG. 11B, the switching cycle number cyl in a case where the OCV 81 is on is different from that in a case where the OCV 81 is off. This is because the driving force of the pins Pn11 and Pn12 caused by the hydraulic pressure Pin is different from that caused by the spring Sp1 (and the hydraulic pressure Pin). As illustrated in FIG. 11C, the switching cycle number cyl differs according to the rotation number NE. This is because the lower the rotation number NE is, the longer the time to switch is. As illustrated in FIG. 11A to FIG. 11C, the switching cycle number cyl differs according to the hydraulic pressure Pin.
In view of the situation, the internal combustion engine 50 has the ECU 70 acting as a control unit performing an engine control in view of a delay time for cam switching determined by the cam switching mode, the rotation number NE and the hydraulic pressure Pin according to the switching of the usage cam. Therefore, the internal combustion engine 50 is preferably capable of performing the engine control according to the switching of the usage cam performed by the variable operated-valve structure 60. The internal combustion engine 50 can prevent or suppress degradation of exhaust emission or drivability by preferably performing the engine control.
The internal combustion engine 50 has the ECU 70 acting as a decision unit deciding the delay time for cam switching based on the cam switching mode, the rotation number NE and the hydraulic pressure Pin. The ECU 70 acting as the decision unit decides the delay time for cam switching when a switching of the usage cam is requested. The ECU 70 acting as the control unit performs an engine control in which an execution time is delayed based on the decided delay time for cam switching.
That is, the internal combustion engine 50 has the structure, and thereby is capable of performing an engine control according to switching of the usage cam performed by the variable operated-valve structure 60. The internal combustion engine 50 having the structure can apply a common supplied hydraulic pressure in the linking structures 631 and 632 to the hydraulic pressure Pin. Therefore, the internal combustion engine 50 having the structure is capable of performing the engine control even if a hydraulic sensor having high responsibility and high detection accuracy is not provided to detect hydraulic pressure in the hydraulic chamber G11 or the hydraulic chamber G21. As a result, the internal combustion engine 50 has an advantage in cost, component number and mounting.
In the above-mentioned embodiment, a case where the valve is the inlet valve 54 is described. However, the structure is not limited. The valve may be an exhaust valve. A variable operated-valve structure in a case where the valve is an exhaust valve is as follows.
FIG. 12 is a first drawing of a main part of a variable operated-valve structure 60' that is another example. FIG. 13 is a second drawing of the main part of the variable operated-valve structure 60'. FIG. 14A and FIG. 14B illustrate a camshaft 65'. FIG. 14A illustrates an overall structure of the camshaft 65'. FIG. 14B illustrates a cross sectional view of cams Ca', Cb' and Cc' taken along a line A-A of FIG. 14A. FIG. 12 illustrates the camshaft 65' and the variable operated-valve structure 60'. FIG. 13 illustrates the OCVs 81' and 82' and the variable operated-valve structure 60'.
The variable operated-valve structure 60' selects a usage cam for driving the exhaust valve 55 from the cams Ca', Cb' and Cc'. The camshaft 65' has the cams Ca', Cb' and Cc'. The cams Ca', Cb' and Cc' act as a plurality of (three) cams used for driving the exhaust valve 55. The cams Ca', Cb' and Cc' are arranged in this order.
The cams Ca', Cb' and Cc' have a cam profile different from each other. The cam profiles of the cams Ca' and Cb' are set so that the exhaust valve 55 is driven in at least an exhaust stroke of the exhaust stroke and an inlet stroke. In concrete, the cam profiles of the cams Ca' and Cb' is set so that an opening period of the exhaust valve 55 according to the cam Ca' includes an opening period of the exhaust valve 55 according to the cam Cb', and a lift amount of the exhaust valve 55 caused by the cam Ca' is larger than that by the cam Cb'.
The cam profile of the cam Cc' is set so that the exhaust valve 55 is driven at a timing that is different from the cams Ca' and Cb'. The cam profile of the cam Cc' is set so that the exhaust valve 55 opens during opening period of the inlet valve 54. The cam Cc' is used together with the cam Cb'. The cam Cc' is used together with the cam Ca'.
The variable operated-valve structure 60' has a locker arm portion 63' and a hydraulic type linking structures 631' and 632'. The locker arm portion 63' individually oscillates in accordance with the cam profiles of the cams Ca', Cb' and Cc', and has oscillation portions 63a', 63b' and 63c' mediating driving force to the exhaust valve 55 from the camshaft 65'.
The oscillation portion 63a' has a cam-contact portion 61a'. The oscillation portion 63b' has a cam-contact portion 61b'. The oscillation portion 63c' has a cam-contact portion 61c'. The cam-contact portion 61a' is a cam-contact portion contacting the cam Ca' of the plurality of the cam-contact portions 61'. The cam-contact portion 61b' is a cam-contact portion contacting the cam Cb'. The cam-contact portion 61c' is a cam-contact portion contacting the cam Cc'.
The linking structures 631' and 632' perform linking and canceling the linking with the same mechanism as the linking structures 631 and 632. Therefore, a description of a concrete structure of the linking structures 631' and 632' is omitted. The OCV 81' is connected to the linking structure 631'. The OCV 82' is connected to the linking structure 632'. When the OCV 81' is on, the OCV 81' conducts the hydraulic pressure Pin to the linking structure 631'. When the OCV 81' is off, the OCV 81' releases the hydraulic pressure from the linking structure 631'. When the OCV 82' is on, the OCV 82' conducts the hydraulic pressure Pin to the linking structure 632'. When the OCV 82' is off, the OCV 82' releases the hydraulic pressure from the linking structure 632'.
The linking structure 631' links between the oscillation portions 63a' and 63b' when the OCV 81' is on. In concrete, in this case, under a condition that the exhaust valve 55 does not perform lifting, the hydraulic pressure Pin conducted via the OCV 81' moves pins Pn11' and Pn12' against the biasing force of a spring Sp1'. As a result, when the pin Pn11' is supported by support portions H11' and H12', the oscillation portions 63a' and 63b' are linked.
The linking structure 631' cancels the linking between the oscillation portions 63a' and 63b' when the OCV 81' is off. In concrete, in this case, under a condition that the exhaust valve 55 does not perform lifting, the spring Sp1' moves the pins Pn11' and Pn12' against the hydraulic pressure released via the OCV 81'. As a result, when the pin Pn11' is supported by the support portion H11', the linking between the oscillation portions 63a' and 63b' is canceled. Therefore, the linking structure 631' performs linking and canceling the linking between the oscillation portions 63a' and 63b' with the pin Pn11'.
The linking structure 632' performs linking and canceling the linking between the oscillation portions 63b' and 63c' with the pin Pn21', as in the case of the linking structure 631'. Therefore, the lining structures 631' and 632' perform linking and canceling the linking between two of the oscillation portions 63a', 63b' and 63c' with the pin Pn11' or the pin Pn21'.
In the variable operated-valve structure 60', the oscillation portion 63b' has the valve drive portion 62'. Therefore, in the variable operated-valve structure 60', the oscillation portion 63b' of the oscillation portions 63a', 63b' and 63c' drives the exhaust valve 55. The usage patterns of the usage cam realized by the variable operated-valve structure 60' are as follows.
FIG. 15A to FIG. 15C illustrate a usage pattern of the usage cam. FIG. 15A illustrates the first pattern. FIG. 15B illustrates the second pattern. FIG. 15C illustrates the third pattern. The oscillation portions 63a' and 63c' illustrated with a broken line are under a condition that linking is canceled.
In the first pattern, the cam Ca' is used. In this case, the linking structure 631' links between the oscillation portions 63a' and 63b', and the linking structure 632' cancels the linking between the oscillation portions 63b' and 63c'. In this case, in the linking phase, the exhaust valve 55 can be driven according to the cams Ca' and Cb'. On the other hand, the cam profiles of the cams Ca' and Cb' are set so that the lift amount of the exhaust valve 55 caused by the cam Ca' is larger than that by the cam Cb' in each phase, as mentioned above. Therefore, in this case, the exhaust valve 55 is driven according to the cam Ca'.
In the second pattern, the cam Cb' is the usage cam. In this case, the linking structure 631' cancels the linking between the oscillation portions 63a' and 63b', and the linking structure 632' cancels the linking between the oscillation portions 63b' and 63c'. In this case, the driving force is not conducted from the oscillation portion 63a' to the oscillation portion 63b'. Similarly, the driving force is not conducted from the oscillation portion 63c' to the oscillation portion 63b'. Therefore, in this case, the exhaust valve 55 is driven according to the cam Cb'.
In the third pattern, the cams Cb' and Cc' are the usage cam. In this case, the linking structure 631' cancels the linking between the oscillation portions 63a' and 63b', and the linking structure 632' links between the oscillation portions 63b' and 63c'. As a result, the exhaust valve 55 is driven according to the cams Cb' and Cc'.
In this manner, a variable operated-valve structure with an exhaust valve has the same effect as another variable operated-valve structure with an inlet valve.
The present invention is not limited to the specifically disclosed embodiments and variations but may include other embodiments and variations without departing from the scope of the present invention.
50 internal combustion engine
54 inlet valve
55 exhaust valve
56 fuel injection valve
60, 60' variable operated-valve
631, 631' linking structure (first linking structure)
632, 632' linking structure (second linking structure)
65, 65' camshaft
70 ECU

Claims (2)

  1. An internal combustion engine comprising:
    three or more cams that are used for driving a valve;
    a cam-switching type variable operated-valve structure that has a locker arm portion and a plurality of hydraulic linking structures, the locker arm portion having a plurality of oscillation portions that individually oscillate according to cam profiles of the cams and mediate power conducted from a camshaft having the cams to the valve, the plurality of linking structures performing linking and canceling the linking between two of the plurality of oscillation portions with a lock member, the variable operated-valve structure selecting a usage cam that is used for driving the valve from the cams; and
    a control unit that performs an engine control in view of a delay time for cam switching of the variable operated-valve structure that is determined by a cam switching mode of the variable operated-valve structure, a rotation number of the engine, hydraulic pressure conducted to the plurality of linking structures according to switching of the usage cam.
  2. The internal combustion engine as claimed in claim 1 further comprising a decision unit that decides the delay time for cam switching of the variable operated-valve structure based on the cam switching mode, the rotation number of the engine and the hydraulic pressure,
    wherein the decision unit decides the delay time for cam switching of the variable operated-valve structure and the control unit performs the engine control in which an execution timing is delayed based on the delay time for cam switching decided by the decision unit as the engine control, when switching of the usage cam is requested.
PCT/JP2014/005114 2013-10-10 2014-10-07 Internal combustion engine WO2015052924A1 (en)

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CN106545382A (en) * 2016-12-13 2017-03-29 大连理工大学 A kind of intensive locking-type multi-mode lever Variabale valve actuation system
CN106545381A (en) * 2016-12-13 2017-03-29 大连理工大学 A kind of axial displacement multi-mode four-bar Variabale valve actuation system
CN106762012A (en) * 2016-12-13 2017-05-31 大连理工大学 A kind of compact locking-type multi-mode Variabale valve actuation system
CN106812563A (en) * 2016-12-13 2017-06-09 大连理工大学 A kind of locking-type multi-mode hydraulic variable valve drive system
CN106854999A (en) * 2016-12-13 2017-06-16 大连理工大学 A kind of intensive hydraulic axial movable type two benches Variabale valve actuation system and its control method

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106545382A (en) * 2016-12-13 2017-03-29 大连理工大学 A kind of intensive locking-type multi-mode lever Variabale valve actuation system
CN106545381A (en) * 2016-12-13 2017-03-29 大连理工大学 A kind of axial displacement multi-mode four-bar Variabale valve actuation system
CN106762012A (en) * 2016-12-13 2017-05-31 大连理工大学 A kind of compact locking-type multi-mode Variabale valve actuation system
CN106812563A (en) * 2016-12-13 2017-06-09 大连理工大学 A kind of locking-type multi-mode hydraulic variable valve drive system
CN106854999A (en) * 2016-12-13 2017-06-16 大连理工大学 A kind of intensive hydraulic axial movable type two benches Variabale valve actuation system and its control method
CN106854999B (en) * 2016-12-13 2019-03-05 大连理工大学 A kind of mobile two stages Variabale valve actuation system of intensive style hydraulic axial and its control method
CN106545382B (en) * 2016-12-13 2019-04-09 大连理工大学 A kind of intensive style locking-type multi-mode lever Variabale valve actuation system
CN106545381B (en) * 2016-12-13 2019-04-09 大连理工大学 A kind of axial displacement multi-mode four-bar Variabale valve actuation system

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