WO2018211853A1 - Système de fonctionnement variable de moteur à combustion interne et son dispositif de commande - Google Patents

Système de fonctionnement variable de moteur à combustion interne et son dispositif de commande Download PDF

Info

Publication number
WO2018211853A1
WO2018211853A1 PCT/JP2018/014656 JP2018014656W WO2018211853A1 WO 2018211853 A1 WO2018211853 A1 WO 2018211853A1 JP 2018014656 W JP2018014656 W JP 2018014656W WO 2018211853 A1 WO2018211853 A1 WO 2018211853A1
Authority
WO
WIPO (PCT)
Prior art keywords
variable
internal combustion
combustion engine
compression ratio
intake
Prior art date
Application number
PCT/JP2018/014656
Other languages
English (en)
Japanese (ja)
Inventor
中村　信
Original Assignee
日立オートモティブシステムズ株式会社
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 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Publication of WO2018211853A1 publication Critical patent/WO2018211853A1/fr

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
    • 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 variable operation system for an internal combustion engine, and in particular, includes a variable compression ratio mechanism for controlling a mechanical compression ratio (including an expansion ratio) in a four-cycle internal combustion engine, and a variable valve mechanism for controlling valve timing.
  • the present invention relates to a variable operation system for an internal combustion engine and a control device therefor.
  • variable compression ratio mechanism that variably controls the mechanical compression ratio and the mechanical expansion ratio, an intake valve and an exhaust that influence the actual compression ratio. It has been proposed to improve the operating performance of an internal combustion engine by combining with a variable valve mechanism that variably controls the valve timing (opening / closing timing) of the valve.
  • the variable compression ratio mechanism for example, one described in JP-A-2002-276446 (Patent Document 1) is known.
  • Non-Patent Document 1 the mechanical compression ratio map is shown in Figs.
  • An object of the present invention is to provide a novel variable internal combustion engine system and its control device that can increase the temperature of exhaust gas at the time of cold start of the internal combustion engine to promote the warm-up of the exhaust gas purification catalyst. Is to provide.
  • the features of the present invention include at least a variable compression ratio mechanism that controls a mechanical compression ratio and a mechanical expansion ratio in a four-cycle internal combustion engine, and an intake side variable valve mechanism that controls the phase of the opening and closing timing of the intake valve,
  • the variable compression ratio mechanism sets the piston position to a position where the mechanical expansion ratio becomes substantially minimum, and the intake side variable valve mechanism closes the intake valve as compared with the low load after warm-up.
  • the timing is set near the bottom dead center, and the opening timing of the intake valve is set at a position on the advance side before the top dead center.
  • the temperature of the exhaust gas can be increased by reducing the mechanical expansion ratio at the time of cold start, and the exhaust gas purification catalyst can be warmed up early to improve the conversion efficiency of exhaust harmful components.
  • the amount of exhaust harmful components in the exhaust gas can be reduced.
  • the effective compression ratio can be increased, and the combustion improvement effect can be enhanced.
  • FIG. 1 is an overall schematic diagram of a variable operation system for an internal combustion engine according to the present invention. It is a block diagram which shows the structure of the variable compression ratio mechanism used for this invention, and shows the state currently controlled by the minimum mechanical compression ratio (minimum mechanical expansion ratio). It is a block diagram which shows the structure of the variable compression ratio mechanism used for this invention, and shows the state currently controlled by the maximum mechanical compression ratio (maximum mechanical expansion ratio). It is explanatory drawing explaining the control characteristic of the intake valve and exhaust valve of the variable operation system which becomes the 1st Embodiment of this invention.
  • FIG. 3B is a lift characteristic diagram illustrating control characteristics of the intake valve and the exhaust valve shown in FIG. 3A with lift characteristic lines.
  • 3 is a control flowchart for executing control at the time of engine stop transition of the variable operation system for the internal combustion engine according to the first embodiment of the present invention. It is a control flowchart which performs control from the time of starting of the variable operation system of the internal combustion engine which becomes a 1st embodiment of the present invention. It is explanatory drawing which shows an example of the control value of the piston position by the variable compression ratio mechanism used for the 2nd Embodiment of this invention. It is a characteristic view explaining the control characteristic of the main parameter of the variable operation system of the internal combustion engine which becomes the 2nd Embodiment of this invention.
  • FIG. 1 shows the overall configuration of the variable operation system for an internal combustion engine to which the present invention is applied.
  • a piston 01 provided inside a cylinder bore formed in a cylinder block SB so as to be slidable up and down by combustion pressure or the like, and a cylinder head
  • an exhaust valve 5 An exhaust valve 5.
  • the piston 01 is connected to the crankshaft 02 via a connecting rod 03 composed of a lower link 42 and an upper link 43 described later, and a combustion chamber 04 is formed between the crown surface and the lower surface of the cylinder head SH. Yes.
  • a spark plug 05 is provided substantially at the center of the cylinder head SH.
  • the intake port IP is connected to an air cleaner (not shown), and intake air is supplied via the electric throttle valve 72.
  • the electric throttle valve 72 is controlled by the controller 22 and basically its opening degree is controlled in accordance with the amount of depression of the accelerator pedal.
  • the exhaust port EP discharges exhaust gas from the tail pipe to the atmosphere via the exhaust gas purification catalyst 74.
  • an intake side variable valve mechanism that controls the valve opening characteristics of the intake valve 4 and the exhaust valve 5
  • an exhaust side variable valve mechanism that controls the piston position characteristics.
  • a compression ratio mechanism that controls the compression ratio of the intake valve 4 and the exhaust valve 5
  • An intake side variable valve mechanism (hereinafter referred to as an intake side VTC mechanism) 1A, which is a “phase angle variable mechanism” for controlling the center phase angle of the valve lift of the intake valve 4, is provided on the intake side.
  • an exhaust side variable valve mechanism (hereinafter referred to as an exhaust side VTC mechanism) 1B which is a “phase angle variable mechanism” that controls the central phase angle of the valve lift of the exhaust valve 5.
  • a variable compression ratio mechanism hereinafter referred to as a VCR mechanism) 3 that is a “piston stroke variable mechanism” for controlling the mechanical compression ratio ⁇ C and the mechanical expansion ratio ⁇ E in the cylinder is provided.
  • the mechanical compression ratio ⁇ C and the mechanical expansion ratio ⁇ E are both set to the same value.
  • the intake-side VTC mechanism 1A and the exhaust-side VTC mechanism 1B are equipped with phase control hydraulic actuators 2A and 2B, and are configured to control the opening / closing timing of the intake valve 4 and the exhaust valve 5 by hydraulic pressure.
  • the hydraulic pressure supply to the phase control hydraulic actuators 2 ⁇ / b> A and 2 ⁇ / b> B is controlled by a hydraulic control unit (not shown) based on a control signal from the controller 22.
  • the center phase ⁇ of the lift characteristic is controlled to the retard side or the advance side by the hydraulic control to the phase control hydraulic actuators 2A and 2B.
  • the intake-side VTC mechanism 1A and the exhaust-side VTC mechanism 1B are not limited to hydraulic types, and various configurations such as those using an electric motor or an electromagnetic actuator are possible.
  • the intake side VTC mechanism 1A both when there is a hydraulic supply from the hydraulic pump and when there is no hydraulic supply, the intake side VTC mechanism 1A is mechanically moved by a biasing spring or the like near the “most advanced position” that is the default position. It is controlled. Therefore, even when there is a disconnection failure or the like in the electrical system, the mechanical fail-safe effect is provided. Therefore, as will be described later, when the internal combustion engine is stopped, the intake valve is set near the “most advanced angle position”.
  • the present engine state is detected from various information signals such as an opening sensor, a vehicle speed sensor, a gear position sensor, an engine cooling water temperature sensor 31 that detects the temperature of the engine body, and humidity from the atmospheric humidity sensor.
  • the controller 22 outputs an intake VTC control signal to the intake side VTC mechanism 1A, and outputs an exhaust VTC control signal to the exhaust side VTC mechanism 1B.
  • FIGS. 1, 2A, and 2B show the piston position at the compression top dead center at the minimum mechanical compression ratio
  • FIG. 2B shows the piston position at the compression top dead center at the maximum mechanical compression ratio.
  • the piston position at the exhaust top dead center coincides with the piston position at the compression top dead center shown in FIGS. 2A and 2B in both the minimum mechanical compression ratio and the maximum mechanical compression ratio. ing.
  • the VCR mechanism 3 has the same configuration as that described in Patent Document 1 described above as the prior art.
  • the crankshaft 02 includes a plurality of journal portions 40 and a crank pin portion 41, and the journal portion 40 is rotatably supported by the main bearing of the cylinder block SB.
  • the crankpin portion 41 is eccentric from the journal portion 40 by a predetermined amount, and a lower link 42 serving as a second link is rotatably connected thereto.
  • the lower link 42 is configured to be split into two left and right members, and the crankpin portion 41 is fitted in a substantially central connecting hole.
  • the upper link 43 serving as the first link has a lower end side rotatably connected to one end of the lower link 42 by a connecting pin 44, and an upper end side rotatably connected to the piston 01 by a piston pin 45.
  • the control link 46 serving as the third link is pivotally connected at its upper end side to the other end of the lower link 42 by a connecting pin 47, and the lower end side of the lower part of the cylinder block SB that becomes part of the engine body via the control shaft 48. It is connected to the pivotable.
  • the control shaft 48 is rotatably supported by the engine body, and has an eccentric cam portion 48a that is eccentric from the center of rotation.
  • the lower end portion of the control link 46 is rotatably fitted to the eccentric cam portion 48a. is doing.
  • the rotation position of the control shaft 48 is controlled by a compression ratio control actuator 49 using an electric motor based on a control signal from the controller 22.
  • the eccentric cam portion 48a faces upward, thereby pushing up the control link 46 and rotating the lower link 42 counterclockwise. Accordingly, the position of the piston 01 is lowered by lowering the upper link 43.
  • the eccentric cam portion 48a faces to the left side, whereby the control link 46 is relatively lowered and the lower link 42 is rotated clockwise. Thus, the position of the piston 01 is pushed up by pushing up the upper link 43.
  • This mechanical compression ratio is a geometric compression ratio determined only by the change in the volume of the combustion chamber due to the stroke of the piston 01, and the cylinder volume at the bottom dead center of the intake stroke of the piston 01 and the compression stroke of the piston 01. It is the ratio of the in-cylinder volume at the top dead center.
  • 2A shows the state of the minimum mechanical compression ratio
  • FIG. 2B shows the state of the maximum mechanical compression ratio, respectively, and the compression ratio can be continuously changed between these.
  • the mechanical compression ratio ( ⁇ C) is set to the maximum mechanical compression ratio ( ⁇ Cmax) in Non-Patent Document 1. Therefore, the mechanical expansion ratio ( ⁇ E) also becomes the maximum mechanical expansion ratio ( ⁇ Emax), and the phenomenon that the temperature of the exhaust gas discharged from the internal combustion engine decreases occurs. For this reason, it is difficult to warm up the exhaust gas purification catalyst provided in the middle of the exhaust pipe, and the conversion rate of exhaust harmful components in the exhaust gas purification catalyst becomes low. As a result, there is a problem that the exhaust amount of exhaust harmful components in the exhaust gas discharged from the tail pipe after passing through the exhaust gas purifying catalyst increases.
  • the VCR mechanism 3 sets the piston position to a position where the mechanical expansion ratio is substantially minimum, and the intake variable valve mechanism 1A Compared to the low load after warm-up, the closing timing of the intake valve 4 is set near the bottom dead center, and the opening timing of the intake valve 4 is set to a position on the advance side before the top dead center. It is what we propose.
  • FIG. 3A shows the control characteristics of the opening / closing timing of the intake valve 4 and the exhaust valve 5 by the intake side VTC mechanism 1A and the exhaust side VTC mechanism 1B according to this embodiment, and FIG. The lift characteristic line of the control characteristic of the exhaust valve 5 is shown.
  • FIGS. 3A and 3B “at the time of cold start”, “at the time of low load after warm-up” including “idle after warm-up”, “at the time of medium load after warm-up”, and “at the time of high load after warm-up”
  • the opening / closing timing of the intake valve 4 and the exhaust valve 5 will be described.
  • the exhaust valve 5 is controlled in the vicinity of the most retarded angle position which is the default position. Therefore, the opening timing (EVOc) and closing timing (EVCc) of the exhaust valve 5 are set near the most retarded position.
  • valve overlap between the intake valve 4 and the exhaust valve 5 is a positive valve overlap state in which both the intake valve 4 and the exhaust valve 5 are opened, and the phase angle of the positive valve overlap is
  • the positive valve overlap (PVOLc) is set.
  • the intake valve 4 is controlled by the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A. It is controlled to the retard side. Accordingly, the opening timing (IVOi) and closing timing (IVCi) of the intake valve 4 are set to the retarded position by a predetermined angle compared to the most advanced position.
  • the exhaust valve 5 is controlled to the advance side by the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B. Therefore, the opening timing (EVOi) and closing timing (EVCi) of the exhaust valve 5 are set to the advance position by a predetermined angle compared to the most retarded position.
  • valve overlap between the intake valve 4 and the exhaust valve 5 is set to “substantially 0”.
  • the valve overlap is not completely “0”, and may include a valve overlap that does not cause a problem in control (positive valve overlap or negative valve overlap described later).
  • the exhaust valve 5 is further controlled to be advanced by the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B than in the case of “(B) low load after warming up”. Therefore, the opening timing (EVOm) and closing timing (EVCm) of the exhaust valve 5 are set to an advanced position by a predetermined angle as compared with “(B) Low load after warm-up”.
  • the valve overlap between the intake valve 4 and the exhaust valve 5 is a negative valve overlap state in which both the intake valve 4 and the exhaust valve 5 are closed, and the phase angle of the negative valve overlap is Negative valve overlap (NVOLm) is set.
  • the intake valve 4 is "(C) medium load after warm-up” by the hydraulic actuator 2A for phase control of the intake-side VTC mechanism 1A. It is controlled to the advance side beyond the top dead center (TDC). Accordingly, the opening timing (IVOh) and closing timing (IVCh) of the intake valve are set by returning to the advance position by a predetermined angle compared to “(C) During middle load after warm-up”.
  • the exhaust valve 5 is controlled by the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B beyond the top dead center (TDC) to the retard side than in the case of “(C) middle load after warm-up”.
  • TDC top dead center
  • the opening timing (EVOh) and closing timing (EVCh) of the exhaust valve are set by returning to the retarded position by a predetermined angle as compared with “(C) During middle load after warm-up”.
  • valve overlap between the intake valve and the exhaust valve is a positive valve overlap state in which both the intake valve 4 and the exhaust valve 5 are opened, and the phase angle of the positive valve overlap is positive.
  • Valve overlap (PVOLh) is set.
  • the positive overlap (PVOLh) of “(D) at the time of high load after warm-up” is set to a smaller phase angle than the positive valve overlap (PVOLc) of “(A) at the time of cold start”, and “PVOLc> PVOLh ".
  • the intake valve opening timing (IVO) has a relationship of “IVOc> IVOh> IVOi> IVOm” with respect to the advance side.
  • the intake valve closing timing (IVC) also has a relationship of “IVCc> IVCh> IVCi> IVCm”.
  • the exhaust valve opening timing (EVO) has a relationship of “EVOc> EVOh> EVOi> EVOm” with respect to the retard side.
  • the exhaust valve closing timing (EVC) also has a relationship of “EVCc> EVCh> EVCi> EVCm”.
  • the intake side VTC mechanism 1A and the exhaust side VTC mechanism 1B are provided with an intake air that is suitable for cold start before the internal combustion engine is stopped and then left (cooling water temperature decreases) before the next start.
  • the valve 4 is moved to near the opening / closing timing (IVOc, IVCc) and the exhaust valve 5 is opened / closed (EVOc, EVCc).
  • the VCR mechanism 3 is a highly irreversible speed reduction mechanism such as a worm mechanism, and a return biasing spring is also particularly provided.
  • a stable transition to a specific default position does not occur as the rotation speed of the internal combustion engine decreases.
  • the opening / closing timing (IVO, IVC) of the intake valve 4 and the opening / closing timing (EVO, EVC) of the exhaust valve 5 are the opening / closing timing (IVOc, IVCc) of the intake valve 4 and The default position substantially coincides with the opening / closing timing (EVOc, EVCc) of the exhaust valve 5. For this reason, since the amount of control conversion at the time of starting is small, the conversion response time can be extremely shortened, and the required energy (hydraulic energy) required for conversion can be suppressed.
  • the opening and closing timings of the intake valve 4 and the exhaust valve 5 when the engine is stopped, and the intake of the cold start Since the required opening / closing timings (IVOc, IVCc, EVOc, EVCc) of the valve 4 and the exhaust valve 5 can be made coincident with each other, it can be set to an appropriate valve opening / closing timing from the beginning of the start, and less driving energy is required. Therefore, even if it is a hydraulic actuator, start control without a problem is attained.
  • (A) “ ⁇ Emin” shown in FIG. 4 or the like when starting the cold machine indicates the mechanical expansion ratio at the time of starting combustion after finishing the cranking. That is, it is not the variation “ ⁇ Emax” to “ ⁇ Emin” at the beginning of cranking, but the mechanical expansion ratio at the time of completion of cranking and starting combustion.
  • the piston position at which the mechanical expansion ratio ( ⁇ E) is minimized is controlled by the VCR mechanism 3, and the closing timing (IVCc) of the intake valve 4 exceeds the bottom dead center (BDC) by the intake side VTC mechanism 1A.
  • the opening timing (IVOc) of the intake valve 4 is controlled to the most advanced position beyond the top dead center (TDC). .
  • the VCR mechanism 3 is controlled to a substantially minimum mechanical expansion ratio ( ⁇ Emin), there is little expansion work, and the temperature of the exhaust gas is relatively increased accordingly.
  • ⁇ Emin substantially minimum mechanical expansion ratio
  • the exhaust gas purification catalyst 74 provided in the exhaust pipe can be warmed up early, and the conversion efficiency of the exhaust gas purification catalyst 74 can be improved.
  • the intake side VTC mechanism 1A controls the closing timing (IVCc) of the intake valve 4 to a position close to the vicinity of the bottom dead center (BDC), so that the effective compression ratio is improved and the combustion improvement effect is enhanced. be able to.
  • harmful exhaust components themselves in the exhaust gas of the internal combustion engine can be reduced.
  • exhaust harmful components in the exhaust gas exhausted from the tail pipe are further reduced. Components can be reduced.
  • the combustion gas containing unburned HC and unburned PM is reintroduced into the cylinder in the next intake stroke. Exhaust harmful components in the gas can be further reduced.
  • the mechanical expansion ratio ( ⁇ E) is set to be small
  • the mechanical compression ratio ( ⁇ C) is also set to be small, which may cause deterioration of combustion. Therefore, in this embodiment, the closing timing (IVC) of the intake valve 4 is set to the most advanced angle position near the bottom dead center (BDC) that exceeds the bottom dead center (BDC) by the intake side VTC mechanism 1A.
  • the effective compression ratio is improved, and the opening timing (IVOc) of the intake valve 4 is set to the position of the most advanced angle beyond the top dead center (TDC). It has a special supplementary effect of offsetting the deterioration of combustion.
  • the closing timing (EVC) of the exhaust valve 5 is delayed by a predetermined angle from the most advanced angle phase within the variable range, and is controlled to the closing timing (EVCc) on the retarded side exceeding the top dead center (TDC). ing.
  • the most retarded position is set.
  • the high-temperature combustion gas on the exhaust port side can be sucked back into the cylinder by the piston lowering operation, and the in-cylinder heating effect thereby
  • combustion can be improved and generation of harmful exhaust components from the internal combustion engine can be further reduced.
  • high-concentration HC contained in the high-temperature combustion gas sucked back on the exhaust port side can be recombusted in the next combustion stroke, and from this aspect, the generation of harmful exhaust components from the internal combustion engine can be further reduced.
  • exhaust gas harmful substances at the time of cold start can be sufficiently reduced by various effects.
  • the reason why the fuel efficiency is improved is that when the mechanical expansion ratio ( ⁇ E) is increased, the expansion work is increased even with the same fuel injection amount, so that the thermal efficiency is increased.
  • the closing timing (IVC) of the intake valve 4 is set by retarding the intake side VTC mechanism 1A in order to maintain the engine torque. Moving from the bottom dead center (BDC) to the retard side, the closing timing (IVCc) is changed to the closing timing (IVCi). Therefore, by reducing the charging efficiency of fresh air by this intake valve closing timing control, it becomes possible to reduce the combustion injection amount and improve the fuel efficiency.
  • the opening / closing timing (EVOi, EVCi) of the exhaust valve 5 is controlled to the advance side by the exhaust side VTC mechanism 1B. Since the mechanical expansion ratio ( ⁇ E) is increased by the VCR mechanism 3 described above, a slight in-cylinder negative pressure tends to be generated in the cylinder slightly before the bottom dead center (BDC) at the end of the expansion stroke. . When negative pressure is generated in the cylinder, this negative pressure acts to hinder the downward movement of the piston, resulting in another pump loss (pump loss at the end of the expansion stroke).
  • the exhaust valve 5 opening timing (EVO) opening timing (EVO) to the opening timing (EVOi) by the exhaust side VTC mechanism 1B, the exhaust valve 5 is opened before the in-cylinder negative pressure is generated, and the pump loss at the end of the expansion stroke is reduced. Suppresses and improves fuel efficiency.
  • the valve overlap between the closing timing (EVCi) of the exhaust valve 5 and the opening timing (IVOi) of the intake valve 4 is controlled to “substantially 0” by the intake side VTC mechanism 1A and the exhaust side VTC mechanism 1B. .
  • the amount of internal EGR gas which is an inert gas, can be suppressed, and instability of combustion in a low load range that tends to occur during idling after warm-up can be sufficiently suppressed.
  • lean burn combustion with good fuel efficiency it becomes possible to increase the amount of lean mixture as much as the internal EGR is reduced, and increase the limit torque in lean burn combustion. Since it can shift to the load side, the lean burn combustion region can be expanded, and the fuel efficiency can be reduced from that aspect.
  • NVOLm negative valve overlap
  • This negative valve overlap (NVOLm) is different from the in-cylinder residual combustion gas by the positive valve overlap (PVOL) in which the combustion gas returned to the intake system is re-inhaled.
  • the absolute temperature is high. For this reason, there is a volume expansion of the residual combustion gas in the cylinder, and the intake ratio (filling efficiency) of fresh air tends to decrease by that amount, so the throttle opening is opened more widely to obtain the predetermined engine torque. Therefore, the pump loss in the middle load range can be sufficiently reduced.
  • the closing timing (IVC) of the intake valve 4 is further retarded from the closing timing (IVCi) to the closing timing (IVCm), the so-called Atkinson cycle effect (pump loss reduction effect) is further increased and fuel efficiency is further improved. Can be achieved.
  • the intake valve 4 is controlled to be advanced by the intake side VTC mechanism 1A as the load increases, so that the closing timing (IVCh) of the intake valve 4 is slightly closer to the bottom dead center (BDC). Yes. This is because it is necessary to increase the charging efficiency as the required load increases, so that the closing timing (IVCh) of the intake valve 4 is made slightly closer to the bottom dead center (BDC) (slightly advanced). Yes. For further increases in load, the throttle opening is increased, and at full load (accelerator opening is fully open), the throttle opening is fully open.
  • This control flow is executed by a microcomputer built in the controller 22 at a start timing of every 10 ms, for example.
  • FIG. 5A shows a control flow for setting the stop positions of the intake side VTC mechanism 1A, the exhaust side VTC mechanism 1B, and the VCR mechanism 3 at the time of stop transition for stopping the internal combustion engine.
  • step S10 engine stop information for stopping the internal combustion engine and operating condition information for the internal combustion engine are read.
  • the engine stop information for stopping the internal combustion engine there is typically a key-off signal, and there are many signals indicating the operating condition information of the internal combustion engine.
  • the engine speed information, the intake air There are quantity information, water temperature information, required load information (accelerator opening), and the like, and further, actual position information of the intake side VTC mechanism 1A and the exhaust side VTC mechanism 1B. If various information is read in this step S10, it will transfer to step S11.
  • Step S11 it is determined whether the engine stop transition condition is satisfied. For this determination, for example, the key-off signal may be monitored, and if the key-off signal is not input, the process ends and waits for the next activation timing. On the other hand, when the key-off signal is input, the engine stop transition condition is determined and the process proceeds to step S12.
  • Step S12 a fuel cut signal is sent to the fuel injection valve to stop the internal combustion engine, and an ignition cut signal is sent to the ignition device. As a result, the rotational speed Ne of the internal combustion engine decreases and the internal combustion engine is stopped.
  • Step S13 the conversion control signal is transmitted to the intake side VTC mechanism 1A and the exhaust side VTC mechanism 1B to the default position, the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A, and the exhaust side VTC mechanism. 1B is output to the hydraulic actuator 2B for phase control. That is, in order to respond to the next start, control is performed so that the opening / closing timing characteristics of “(O) When the engine is stopped” in FIG. 4 are obtained. Actually, it is configured to mechanically return to the default position when the conversion control signal is cut off.
  • the opening timing (IVO) of the intake valve 4 is set near the opening timing (IVOc)
  • the closing timing (IVC) of the intake valve 4 is set near the closing timing (IVCc)
  • the closing timing of the exhaust valve 5 is set.
  • (EVC) is set near the closing timing (EVCc).
  • the mechanical expansion ratio ( ⁇ E) by the VCR mechanism 3 depends on the state of the internal combustion engine when it is stopped, and depends on the position of the mechanical expansion ratio ( ⁇ E) immediately before reaching the stop condition of the internal combustion engine.
  • the mechanical expansion ratio ( ⁇ E) at the time of stoppage is almost determined. This is because the VCR mechanism 3 does not have a default position that is mechanically stable. Accordingly, the position is set to vary depending on the position at the start of the stop transition between “ ⁇ Emax” and “ ⁇ Emin”. In practice, the VCR mechanism 3 conversion control signal may be cut off.
  • Step S20 engine start information for starting the internal combustion engine and operating condition information for the internal combustion engine are read.
  • the engine start information for starting the internal combustion engine is typically a key-on signal or a starter activation signal, and there are many signals indicating the operating condition information of the internal combustion engine.
  • Step S21 it is determined whether the engine start condition is satisfied. For this determination, for example, a key-on signal or a starter activation signal may be monitored. If no starter activation signal is input, the process returns to return and waits for the next activation timing. On the other hand, when the starter activation signal is input, the engine start condition is determined and the process proceeds to step S22.
  • a key-on signal or a starter activation signal may be monitored. If no starter activation signal is input, the process returns to return and waits for the next activation timing. On the other hand, when the starter activation signal is input, the engine start condition is determined and the process proceeds to step S22.
  • Step S22 the conversion control signal is transferred to the default position to the intake side VTC mechanism 1A and the exhaust side VTC mechanism 1B, and the phase control hydraulic actuator 2A and the exhaust side of the intake side VTC mechanism 1A. It is output to the phase control hydraulic actuator 2B of the VTC mechanism 1B.
  • a conversion control signal is also output to the compression ratio control actuator 49 of the VCR mechanism 3. That is, in order to respond to the start, control is performed so that the valve opening / closing timing characteristics and the piston position characteristics shown in “(A) Cold start” in FIG. 4 are obtained.
  • the opening timing (IVO) of the intake valve 4 is set to the opening timing (IVOc)
  • the closing timing (IVC) of the intake valve 4 is set to the closing timing (IVCc)
  • the closing timing (EVC) of the exhaust valve 5 is set.
  • the mechanical expansion ratio ( ⁇ E) is set to the mechanical compression ratio ( ⁇ Emin).
  • the conversion control signal is output to the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A and the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B, and the conversion control is performed to the compression ratio control actuator 49 of the VCR mechanism 3.
  • the process proceeds to step S23 and step S24.
  • Step S23 cranking is started by the starter motor, and then it is determined in step 24 whether the rotational speed Ne has reached a predetermined cranking rotational speed. When the rotational speed Ne reaches the predetermined cranking rotation, it is determined that each mechanism has been converted to the target position, and the process proceeds to step S25.
  • Step S25 a drive signal is supplied to the fuel injection valve and the ignition device in order to start the internal combustion engine in accordance with the rotation of the starter motor.
  • the process proceeds to step S26.
  • Step S26 the engine temperature (cooling water temperature) of the internal combustion engine is detected to determine whether or not a predetermined temperature To has been exceeded. If the temperature does not exceed the predetermined temperature To, it is determined that the engine is in the cold state, and the process returns to step S25 to execute again, and this loop is continued until the temperature exceeds the predetermined temperature To.
  • step S25 to S26 (until the predetermined temperature To is reached), the opening / closing timing of the intake valve 4 (IVO, IVC), the closing timing of the exhaust valve 5 (EVO, EVC), and With respect to the mechanical expansion ratio ( ⁇ E), an operation as shown in FIG. 4 (A) is performed. That is, during this time, exhaust emission (exhaust harmful components) discharged from the tail pipe during the cold start operation is greatly suppressed.
  • the warm-up of the internal combustion engine proceeds and exceeds the predetermined temperature To, it is determined that the warm-up has been completed from the cold state, and the process proceeds to step S27.
  • Step S27 the conversion control signal when the warm-up is completed is output to the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A and the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B. Is done. A conversion control signal is also output to the compression ratio control actuator 49 of the VCR mechanism 3.
  • the example shown in FIG. 4B shows an idle state after warm-up as an example of “(B) low load after warm-up”.
  • the opening timing (IVO) of the intake valve 4 is set to the opening timing (IVOi)
  • the closing timing (IVC) of the intake valve 4 is set to the closing timing (IVCi)
  • the closing timing (EVC) of the exhaust valve 5 is set.
  • the mechanical expansion ratio ( ⁇ E) is set to the mechanical expansion ratio ( ⁇ Emax).
  • the conversion control signal is output to the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A and the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B, and the conversion control is performed to the compression ratio control actuator 49 of the VCR mechanism 3.
  • the process proceeds to step S28.
  • Step S28 it is determined whether or not the load of the internal combustion engine has exceeded the low load range after warming up.
  • the routine returns to return and waits for the next start timing.
  • the program is created so as to execute the control step of step S27 without executing the control steps of step S20 to step 26 using the “execution flag” or the like. That is, when the “execution flag” is set after the process of step S27 and this “execution flag” is set at the next activation timing, the process proceeds to step S27.
  • step S28 when it is determined in step S28 that the load of the internal combustion engine exceeds the low load region after warming up, the process proceeds to step S29.
  • Step S29 a conversion control signal corresponding to the load is output to the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A and the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B.
  • a conversion control signal is also output to the compression ratio control actuator 49 of the VCR mechanism 3.
  • the opening timing (IVO) of the intake valve 4 is set to the opening timing (IVOm), and the closing timing (IVC) of the intake valve 4 is set to the closing timing (IVCm).
  • the closing timing (EVC) of the exhaust valve 5 is set to the closing timing (EVCm).
  • the mechanical expansion ratio ( ⁇ E) is set to the mechanical compression ratio ( ⁇ Emax).
  • the opening timing (IVO) of the intake valve 4 is set to the opening timing (IVOh), and the closing timing (IVC) of the intake valve 4 is the closing timing. (IVCh) is set, and the closing timing (EVC) of the exhaust valve 5 is set to the closing timing (EVCh). Further, the mechanical expansion ratio ( ⁇ E) is set to the mechanical compression ratio ( ⁇ Emin).
  • the conversion control signal is output to the phase control hydraulic actuator 2A of the intake side VTC mechanism 1A and the phase control hydraulic actuator 2B of the exhaust side VTC mechanism 1B, and the conversion control is performed to the compression ratio control actuator 49 of the VCR mechanism 3.
  • the process ends and waits for the next activation timing.
  • the exhaust gas purification catalyst is warmed up early by raising the temperature of the exhaust gas.
  • the conversion efficiency of the exhaust gas purifying catalyst can be improved.
  • the effective compression ratio can be increased and the combustion improvement effect can be enhanced.
  • IVC intake valve closing timing
  • BDC bottom dead center
  • the combustion gas containing a large amount of unburned HC and unburned PM (particulate matter) at the end of the exhaust stroke is pushed up to the piston from the opening timing (IVO) of the intake valve to the top dead center (TDC).
  • IVO opening timing
  • TDC top dead center
  • the combustion improvement effect can be further enhanced by stirring the intake system.
  • the combustion gas containing unburned HC and unburned PM is reintroduced into the cylinder in the next intake stroke. Exhaust harmful components in the gas can be further reduced.
  • the mechanical compression ratio ( ⁇ C) and the mechanical expansion ratio ( ⁇ E) obtained by the VCR mechanism are equal, but in this embodiment, the mechanical compression ratio ( ⁇ C) and the mechanical expansion ratio ( ⁇ E) ) Is controlled using different values.
  • this VCR mechanism is referred to as a “heterogeneous VCR mechanism” for convenience of explanation.
  • the heterogeneous VCR mechanism is described in Japanese Patent Application Laid-Open No. 2016-17489 filed by the applicant of the present application, and therefore detailed description thereof is omitted here.
  • the intake side VTC mechanism and the exhaust side VTC mechanism are the same as those in the first embodiment, and the same operation is performed. Therefore, when these explanations are not necessary, they are omitted.
  • FIG. 6 shows a variable range of the mechanical expansion ratio ( ⁇ E) and the mechanical compression ratio ( ⁇ C) by the heterogeneous VCR mechanism 3 according to the present embodiment, and the mechanical expansion ratio ( ⁇ E) and the mechanical compression ratio ( The change characteristic of ⁇ C) is shown in FIG.
  • the mechanical compression ratio is set to “10.5” of the maximum mechanical compression ratio ( ⁇ Cmax) with respect to “9.0” of the minimum mechanical expansion ratio ( ⁇ Emin).
  • the mechanical compression ratio is set to the same value as “10.0” of the minimum mechanical compression ratio ( ⁇ Cmin) with respect to “10.0” of the maximum mechanical expansion ratio ( ⁇ Emax).
  • the mechanical expansion ratio ( ⁇ E) and the mechanical compression ratio ( ⁇ C) can be set differently, and the minimum mechanical expansion ratio ( ⁇ Emin) to the maximum mechanical expansion ratio ( ⁇ Emax), and the minimum
  • the configuration is such that it can be continuously changed within a variable range from the mechanical compression ratio ( ⁇ Cmin) to the maximum mechanical compression ratio ( ⁇ Cmax). This value is exemplary, and an appropriate value can be selected depending on the capacity of the internal combustion engine.
  • the mechanical expansion ratio ( ⁇ E) is set to the minimum mechanical expansion ratio ( ⁇ Emin) as in the first embodiment.
  • ( ⁇ C) is set to the maximum mechanical compression ratio ( ⁇ Cmax).
  • the closing timing (IVCc) of the intake valve 4 is controlled near the bottom dead center (BDC) by the intake side VTC mechanism 1A, and the effective compression ratio is increased. Since the mechanical compression ratio ( ⁇ C) itself is set high, the overall effective compression ratio can be set even larger. Thereby, the combustion improvement effect at the time of cold start can be enhanced, and as a result, the stability of the start combustion and the purification of exhaust harmful components at the cold start can be further enhanced.
  • the mechanical expansion ratio ( ⁇ E) is the minimum mechanical expansion ratio ( ⁇ Emin) as in the first embodiment, it is possible to increase the temperature of the exhaust gas and promote the warm-up of the exhaust gas purification catalyst. Is the same as in the first embodiment.
  • FIG. 7 shows the main parameters of the variable operation system according to the second embodiment, which are the intake valve 4 opening timing (IVO), the exhaust valve 5 closing timing (EVC), the intake valve 4 closing timing (IVC), The control characteristics of mechanical expansion ratio ( ⁇ E) and mechanical compression ratio ( ⁇ C) are shown. Parameters other than the mechanical expansion ratio ( ⁇ E) and the mechanical compression ratio ( ⁇ C) are the same as those in the first embodiment.
  • the intake-side VTC mechanism 1A and the exhaust-side VTC mechanism 1B are stable at the above-described default positions, which are mechanically stable positions. Specifically, the intake valve opening / closing timing (IVOc, IVCc) and the exhaust valve opening / closing timing (EVOc, EVCc) are shifted to a position that substantially coincides with this, which is the same as in the first embodiment. .
  • the heterogeneous VCR mechanism 3 also moves to the default position (the control position (A)).
  • the mechanical expansion ratio ( ⁇ E) set to the minimum mechanical expansion ratio ( ⁇ Emin)
  • the mechanical compression ratio ( ⁇ C) is set to the maximum mechanical compression ratio ( ⁇ Cmax).
  • the intake valve 4 is opened and closed (IVOc, IVCc) by the intake side VTC mechanism 1A
  • the exhaust valve 5 is opened and closed (EVOc, EVCc) by the exhaust side VTC mechanism 1B. And controlled. This is the same as in the first embodiment.
  • control position (A) of the heterogeneous VCR mechanism 3 is continued and controlled to the minimum mechanical expansion ratio ( ⁇ Emin) and the maximum mechanical compression ratio ( ⁇ Cmax).
  • the mechanical compression ratio ( ⁇ C) is set to the maximum mechanical compression ratio ( ⁇ Cmax)
  • the effective compression ratio can be set larger.
  • the mechanical expansion ratio ( ⁇ E) and the mechanical compression ratio ( ⁇ C) when the engine is stopped are set at the time of cold start. Therefore, it is possible to obtain appropriate mechanical expansion ratio ( ⁇ E) and mechanical compression ratio ( ⁇ C) from the beginning at the time of starting.
  • the hydraulic energy required for the conversion of the heterogeneous VCR mechanism 3 can be reduced, and good start control can be performed even for the heterogeneous VCR mechanism 3 even if it is a hydraulic actuator.
  • the same effect can be obtained if a biasing spring is similarly provided for the return and is fixed to the default position by a fastening pin having a fixing function. Can do.
  • the mechanical expansion ratio ( ⁇ E) is the minimum mechanical expansion.
  • the ratio ( ⁇ Emin) shifts to the maximum mechanical expansion ratio ( ⁇ Emax), and the mechanical compression ratio ( ⁇ C) shifts from the maximum mechanical compression ratio ( ⁇ Cmax) to the minimum mechanical compression ratio ( ⁇ Cmin).
  • the VCR mechanism in the present invention may be a type in which the mechanical compression ratio and the mechanical expansion ratio are always controlled with the same value, or a type in which the mechanical compression ratio and the mechanical expansion ratio can be controlled to different values. It ’s good.
  • the intake-side VTC mechanism and the exhaust-side VTC mechanism may be a hydraulic phase variable type or an electric variable phase type.
  • a mechanism provided with a mechanism capable of controlling the lift may be used.
  • the present invention includes a variable compression ratio mechanism that controls the mechanical compression ratio and the mechanical expansion ratio in an at least four-cycle internal combustion engine, and an intake side variable valve mechanism that controls the phase of the opening / closing timing of the intake valve.
  • the piston position is set to a position where the mechanical expansion ratio becomes substantially minimum by the variable compression ratio mechanism, and the intake valve is set by the intake side variable valve mechanism compared with the low load after warm-up. Is set near the bottom dead center, and the opening timing of the intake valve is set to a position before the top dead center.
  • the exhaust gas temperature can be increased by reducing the mechanical expansion ratio at the time of cold start, and the exhaust gas purification catalyst can be warmed up early to improve the exhaust gas harmful component conversion performance. It is possible to reduce emissions of harmful exhaust components in gas.
  • the effective compression ratio can be improved and the combustion improvement effect can be enhanced.
  • the amount of harmful exhaust components themselves in the exhaust gas can be reduced.
  • exhaust harmful components in the exhaust gas discharged from the tailpipe are further reduced. Components can be reduced.
  • this invention is not limited to above-described embodiment, Various modifications are included.
  • the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described.
  • a part of the configuration of an embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of an embodiment.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention comprend: un mécanisme de taux de compression variable 3 qui commande un taux de compression mécanique; et un mécanisme de soupape variable d'admission 1A qui commande la phase pendant l'ouverture/fermeture d'une soupape d'admission. Pendant un démarrage à froid, le mécanisme de taux de compression variable 3 règle une position de piston à une position à laquelle un taux d'expansion mécanique atteint sensiblement un minimum, et le mécanisme de soupape variable d'admission 1A règle la synchronisation de fermeture de la soupape d'admission 4 à un point mort bas proche (BDC) et règle la synchronisation d'ouverture (IVO) de la soupape d'admission 4 à une position sur un côté d'angle d'avance au-delà du point mort haut (TDC). Grâce à ces configurations, la température des gaz d'échappement pendant un démarrage à froid du moteur à combustion interne peut être augmentée de manière à favoriser la progression du réchauffement d'un catalyseur de purification de gaz d'échappement.
PCT/JP2018/014656 2017-05-18 2018-04-06 Système de fonctionnement variable de moteur à combustion interne et son dispositif de commande WO2018211853A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017098584A JP2018193929A (ja) 2017-05-18 2017-05-18 内燃機関の可変動作システム及びその制御装置
JP2017-098584 2017-05-18

Publications (1)

Publication Number Publication Date
WO2018211853A1 true WO2018211853A1 (fr) 2018-11-22

Family

ID=64274168

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2018/014656 WO2018211853A1 (fr) 2017-05-18 2018-04-06 Système de fonctionnement variable de moteur à combustion interne et son dispositif de commande

Country Status (2)

Country Link
JP (1) JP2018193929A (fr)
WO (1) WO2018211853A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008106609A (ja) * 2006-10-23 2008-05-08 Hitachi Ltd 内燃機関の始動制御装置
JP2010168939A (ja) * 2009-01-21 2010-08-05 Toyota Motor Corp 高膨張比内燃機関
JP2011220349A (ja) * 2011-08-11 2011-11-04 Hitachi Automotive Systems Ltd 内燃機関の可変動弁システム及び可変動弁装置
JP2016017489A (ja) * 2014-07-10 2016-02-01 日立オートモティブシステムズ株式会社 内燃機関の制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008106609A (ja) * 2006-10-23 2008-05-08 Hitachi Ltd 内燃機関の始動制御装置
JP2010168939A (ja) * 2009-01-21 2010-08-05 Toyota Motor Corp 高膨張比内燃機関
JP2011220349A (ja) * 2011-08-11 2011-11-04 Hitachi Automotive Systems Ltd 内燃機関の可変動弁システム及び可変動弁装置
JP2016017489A (ja) * 2014-07-10 2016-02-01 日立オートモティブシステムズ株式会社 内燃機関の制御装置

Also Published As

Publication number Publication date
JP2018193929A (ja) 2018-12-06

Similar Documents

Publication Publication Date Title
US7451739B2 (en) Ignition timing control system and method for internal combustion engine, and engine control unit
JP4957611B2 (ja) 内燃機関の制御方法
US7509932B2 (en) Control apparatus for controlling internal combustion engines
JP4124224B2 (ja) ４サイクル予混合圧縮自着火式内燃機関の制御装置
JP6320882B2 (ja) 内燃機関の可変燃焼システム
US7444999B2 (en) Control system and method for internal combustion engine
US20200232325A1 (en) Variable operation system for internal combustion engine, and control device therefor
JP5182377B2 (ja) 内燃機関の制御装置
JP2007239555A (ja) 内燃機関
WO2018092586A1 (fr) Système de variation destiné à un moteur à combustion interne et procédé de commande associé
JP5104474B2 (ja) 内燃機関の制御方法および同装置
JP4419800B2 (ja) エンジン始動装置
WO2018211853A1 (fr) Système de fonctionnement variable de moteur à combustion interne et son dispositif de commande
JP2007162664A (ja) 内燃機関のバルブ作用角可変制御装置
JP5092956B2 (ja) 車両用の内燃機関を制御する方法及び内燃機関システム
WO2018159298A1 (fr) Système de soupape variable pour moteur à combustion interne et dispositif de commande de mécanisme de soupape variable
JPWO2019003326A1 (ja) 内燃機関の制御方法および制御装置
JP5169682B2 (ja) 内燃機関を制御する方法及び内燃機関システム
WO2020009006A1 (fr) Système de soupape variable pour moteur à combustion interne et procédé de commande de système de soupape variable pour moteur à combustion interne
JP5012565B2 (ja) 内燃機関の制御方法および内燃機関システム
WO2020008941A1 (fr) Système de commande de moteur à combustion interne et dispositif de commande pour ce dernier
JP2019044754A (ja) 内燃機関の可変動作システム及びその制御装置
JP5136332B2 (ja) 内燃機関を制御する方法及び内燃機関システム
JP5104473B2 (ja) 内燃機関の制御方法および同装置
JP2017180170A (ja) エンジンの排気装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18802077

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18802077

Country of ref document: EP

Kind code of ref document: A1