JP4483668B2 - Intake control device for internal combustion engine - Google Patents

Description

本発明は、内燃機関の吸気路で吸入した吸気をその下流側の分岐吸気路で分岐して複数の燃焼室に供給するにあたり、特に、分岐吸気路上で各気筒の吸気弁の上流側にそれぞれ設けた吸気制御弁により各燃焼室へ流動する吸気量を制御するようにした内燃機関の吸気制御装置に関する。   The present invention divides the intake air sucked in the intake passage of the internal combustion engine into a plurality of combustion chambers by branching in the branch intake passage on the downstream side thereof, and in particular, on the upstream side of the intake valve of each cylinder on the branch intake passage. The present invention relates to an intake air control device for an internal combustion engine that controls an intake air amount flowing into each combustion chamber by an intake air control valve provided.

自動車に搭載される内燃機関であるエンジンでは、シリンダヘッドに設けられた吸気弁及び排気弁により、燃焼室に通じる吸気通路及び排気通路が開閉される。このようなエンジンの吸気量は吸気通路の吸入空気量調整手段、例えばスロットルバルブの開度やエンジンの回転速度によって一義的に決まることになる。   In an engine which is an internal combustion engine mounted on an automobile, an intake passage and an exhaust passage leading to a combustion chamber are opened and closed by an intake valve and an exhaust valve provided in a cylinder head. The intake air amount of the engine is uniquely determined by the intake air amount adjusting means in the intake passage, for example, the opening degree of the throttle valve and the rotational speed of the engine.

これに対し、燃焼室における吸気量を更に自由度をもって調節可能とするために、エンジンの運転状態に応じて動弁系のカム軸の回転位相を進退調整するカム軸進退調整式の位相可変装置が知られており、この場合、吸気弁のバルブタイミングを進退調整することで、吸気弁と排気弁とのバルブオーバラップ量を制御し、燃焼室に吸入される空気の量、或いは、燃焼室から一旦排出された排気ガスが燃焼室へ逆流して残留する量、即ち内部ＥＧＲ量が適正化され、エンジンの出力、エミッション及び燃費等の改善が図られるようにしている。なお、このカム軸進退調整式の位相可変装置の一例が特開２０００−１３０２００号公報（特許文献１）に開時される。   On the other hand, in order to make it possible to further adjust the intake air amount in the combustion chamber with a greater degree of freedom, a cam shaft advance / retract adjustable phase variable device that adjusts the rotational phase of the cam shaft of the valve operating system according to the operating state of the engine In this case, the valve overlap amount between the intake valve and the exhaust valve is controlled by adjusting the valve timing of the intake valve, so that the amount of air taken into the combustion chamber or the combustion chamber is controlled. The amount of exhaust gas once exhausted from the exhaust gas flows back into the combustion chamber and remains, that is, the amount of internal EGR, is optimized to improve engine output, emission, fuel consumption, and the like. An example of this camshaft advance / retreat phase variable device is disclosed in Japanese Patent Laid-Open No. 2000-130200 (Patent Document 1).

更に、カム進退調整式に代えて、電磁アクチュエータや油圧アクチュエータを用いた、アクチュエータ駆動式の位相可変装置が知られており、この場合、直接バルブの開閉時期や開閉期間を制御することより、位相可変制御の自由度を比較的大きく確保できる。更に、カム進退調整式に代えて、駆動カムと揺動カムを組み合わせ、両カムの連動状態を切り換えることによりバルブの開閉時期や開閉期間を調整する機械式の位相可変装置が知られており、この場合、位相可変制御が比較的簡素化される。なお、この機械式の位相可変装置の一例が特開２００３−２３９７１２号公報（特許文献２）に開示される。   Furthermore, an actuator-driven phase variable device using an electromagnetic actuator or a hydraulic actuator instead of the cam advance / retract adjustment type is known. In this case, the phase is controlled by directly controlling the opening / closing timing and opening / closing period of the valve. A relatively large degree of freedom in variable control can be secured. Furthermore, instead of the cam advance / retract adjustment type, a mechanical phase variable device that adjusts the opening / closing period and opening / closing period of the valve by combining the drive cam and the swing cam and switching the interlocking state of both cams is known. In this case, phase variable control is relatively simplified. An example of this mechanical phase variable device is disclosed in Japanese Patent Laid-Open No. 2003-239712 (Patent Document 2).

更に、これらの位相可変装置に代えて、各吸気分岐路上で各吸気弁の上流側に電磁制御される吸気制御弁を設けたものが知られている。この複数吸気制御弁を用いた場合、図８に示すように、吸、排気弁の開閉リフト線図Ｖｅ、Ｖｉに対して、吸気制御弁の開閉線図Ｖｓが重なる領域Ｅ１で対応する燃焼室への吸気の流入がなされる。即ち、燃焼室への吸気量を増減調整する場合、吸気制御弁の開弁時期ｔ１と閉弁時期ｔ２の間隔を増減させることで、吸、排気弁のリフト量の増減制御なしで、比較的容易に吸入空気量を増減調整できる。なお、このような、吸気制御弁式の一例が特許第２７３４６４５号公報（特許文献３）に開示される。   Further, instead of these phase variable devices, there is known a system in which an intake control valve that is electromagnetically controlled is provided upstream of each intake valve on each intake branch path. When this multiple intake control valve is used, as shown in FIG. 8, the combustion chambers corresponding to the open / close lift diagrams Ve and Vi of the intake and exhaust valves in a region E1 where the open / close graph Vs of the intake control valve overlaps. Inflow of air into the is made. That is, when increasing or decreasing the amount of intake air to the combustion chamber, the interval between the opening timing t1 and the closing timing t2 of the intake control valve is increased or decreased, so that the intake and exhaust valve lift amounts can be controlled without increasing or decreasing. The amount of intake air can be adjusted easily. An example of such an intake control valve type is disclosed in Japanese Patent No. 2734645 (Patent Document 3).

特開２０００−１３０２００号公報JP 2000-130200 A 特開２００３−２３９７１２号公報JP 2003-239712 A 特許第２７３４６４５号公報Japanese Patent No. 2734645

ところで、カム軸進退調整式の位相可変装置ではそのカム軸の進退調整幅が比較的狭いという問題が生じ易く、アクチュエータ駆動式の位相可変装置ではバルブリフト後のバルブ着座衝撃の緩和と高速追従性に問題が生じ易く、機械式の位相可変装置では構成部材が複雑化する傾向にあり、これに伴う高速追従性、搭載スペース確保に問題を生じ易い。   By the way, the cam shaft advance / retract adjustment type phase variable device tends to have a problem that the cam shaft advance / retreat adjustment width is relatively narrow, and the actuator-driven phase variable device reduces the valve seating impact after the valve lift and provides high-speed tracking. In the mechanical phase variable device, the constituent members tend to be complicated, and accordingly, the high-speed followability and the mounting space are likely to be problematic.

特に、特許文献３の吸気制御弁式の場合、吸気制御弁の開閉タイミングが狭まると、その開閉応答性が不安定化し、特に気筒バラツキに問題が生じ易く、改善が望まれている。
本発明は、上述の問題点に着目してなされたもので、吸気制御装置の構成部材の信頼性を確保でき、低燃費を達成できる内燃機関の吸気制御装置を提供することにある。 In particular, in the case of the intake control valve type of Patent Document 3, when the opening / closing timing of the intake control valve is narrowed, the opening / closing response becomes unstable, and problems such as cylinder variations are likely to occur, and improvement is desired.
The present invention has been made paying attention to the above-described problems, and it is an object of the present invention to provide an intake control device for an internal combustion engine that can ensure the reliability of components of the intake control device and can achieve low fuel consumption.

上述の目的を達成するために、請求項１記載の発明は、内燃機関の主吸気路より複数の各分岐吸気路に達した吸入空気が各燃焼室へ吸入される際に開弁される各吸気弁と、前記各分岐吸気路上で前記吸気弁の上流にそれぞれ配備される各吸気制御弁と、前記複数の各吸気制御弁を各々独立して開閉する開閉駆動手段と、前記各吸気制御弁を前記吸気弁の開弁前に全開させ該吸気弁の閉弁前に閉弁させるよう前記開閉駆動手段を介して制御する開閉制御手段とを備え、前記開閉制御手段は内燃機関の負荷情報が所定の高負荷判定値を上回るか否か判断し、上回る間は前記吸気制御弁を全開開度に固定し、下回る低、中負荷域では、更に所定の全閉判定値を下回ると判断すると最大閉鎖時期に固定し、下回らないと、前記吸気弁の開弁時期と前記吸気制御弁の閉弁時期との間の吸気導入期間を前記内燃機関の運転情報に基づき設定することを特徴とする。 In order to achieve the above-mentioned object, the invention according to claim 1 is that each valve that is opened when intake air that has reached a plurality of branch intake passages from the main intake passage of the internal combustion engine is sucked into each combustion chamber. An intake valve; an intake control valve disposed upstream of the intake valve on each branch intake passage; an opening / closing drive means for independently opening and closing each of the plurality of intake control valves; and each intake control valve the a closing control means for controlling through said opening and closing drive means so as to close before the closing of the intake valve is fully opened before opening of the intake valve, the load information before Symbol closing control means an internal combustion engine Is determined to be greater than a predetermined high load determination value. fixed to the maximum closed period, if not less than, the valve-opening timing of the intake valve The intake air introducing time period between the closing timing of the air control valve and setting based on the operating information of the internal combustion engine.

請求項２記載の発明は、請求項１記載の内燃機関の吸気制御装置において、前記主吸気路に配備され吸入空気量を調整する空気量調整弁を備えることを特徴とする。   According to a second aspect of the present invention, there is provided an intake control device for an internal combustion engine according to the first aspect, further comprising an air amount adjusting valve disposed in the main intake passage for adjusting an intake air amount.

請求項３記載の発明は、請求項１または２記載の内燃機関の吸気制御装置において、前記内燃機関の少なくとも吸気カム軸が位相可変駆動装置により回転角を進退制御されることを特徴とする。   According to a third aspect of the present invention, in the intake control device for an internal combustion engine according to the first or second aspect, at least an intake camshaft of the internal combustion engine is controlled to advance or retreat a rotation angle by a phase variable drive device.

請求項４記載の発明は、請求項１、２又は３記載の内燃機関の吸気制御装置において、前記開閉制御手段は前記内燃機関の負荷が大きいほど前記吸気導入期間を増すことを特徴とする。   According to a fourth aspect of the present invention, in the intake control device for an internal combustion engine according to the first, second, or third aspect, the opening / closing control means increases the intake introduction period as the load on the internal combustion engine increases.

請求項５記載の発明は、請求項１乃至４のいずれか一つに記載の内燃機関の吸気制御装置において、前記開閉制御手段は前記内燃機関の回転速度が大きくなるほど前期吸気制御弁の開弁時期をより進角側に設定することを特徴とする。   According to a fifth aspect of the present invention, in the intake control device for an internal combustion engine according to any one of the first to fourth aspects, the opening / closing control means opens the first intake control valve as the rotational speed of the internal combustion engine increases. It is characterized in that the time is set to a more advanced side.

請求項１の発明によれば、各気筒の燃焼室に供給される吸入空気量に対応する吸気導入期間が吸気弁の開弁時期と吸気制御弁の閉弁時期とで決定されるので、内燃機関の運転情報から決定された吸気導入期間が比較的狭いものであっても、開閉作動時において吸気制御弁は前以て吸気弁の開弁前に全開され、その後で吸気弁が開き、次いで吸気導入期間の経過時に吸気制御弁が閉弁作動する。このため、たとえ吸気制御弁自体の開閉応答性が低くても、吸気制御弁の開閉作動の時間間隔が比較的長くなるように設定でき、開閉作動間隔が狭すぎることによる作動不良を防止することができ、アクセル開度が所定の高負荷判定値を上回ると吸気制御弁を全開開度に固定し、アクセル開度が所定の低負荷判定値を下回ると所定の最大閉鎖時期に固定して吸気量制御を行うので、吸気量制御の信頼性が改善され、高性能化に伴う吸気制御弁のコスト増を防止することもできる。 According to the first aspect of the present invention, the intake introduction period corresponding to the intake air amount supplied to the combustion chamber of each cylinder is determined by the opening timing of the intake valve and the closing timing of the intake control valve. Even when the intake introduction period determined from the engine operation information is relatively narrow, the intake control valve is fully opened before the intake valve is opened in the opening / closing operation, and then the intake valve is opened. The intake control valve is closed when the intake intake period has elapsed. For this reason, even if the open / close response of the intake control valve itself is low, the time interval of the open / close operation of the intake control valve can be set to be relatively long, preventing malfunction due to the open / close operation interval being too narrow. When the accelerator opening exceeds a predetermined high load judgment value, the intake control valve is fixed at the fully open position, and when the accelerator opening falls below a predetermined low load judgment value, the intake valve is fixed at a predetermined maximum closing timing. Since the amount control is performed, the reliability of the intake air amount control is improved, and an increase in the cost of the intake control valve due to the high performance can be prevented.

請求項２の発明によれば、主吸気路の空気量調整弁により吸気抵抗の低減を図りつつ吸入空気量を運転状態に応じてより広い制御幅で調整できる。また、各吸気制御弁が故障した場合もフェ−ルセーフでき、さらにエンジンブレーキ等の制御特性も改善できる。   According to the invention of claim 2, the intake air amount can be adjusted with a wider control width according to the operating state while reducing the intake resistance by the air amount adjustment valve of the main intake passage. Further, even when each intake control valve fails, it can fail-safe, and the control characteristics such as engine brake can be improved.

請求項３の発明によれば、吸気カム軸が位相可変駆動装置により回転角を進退制御されることで、吸気カムの開弁時期を進退調整でき、即ち、吸気導入期間の開弁時期を容易に調整でき、吸気導入期間の増減制御が容易化される。   According to the third aspect of the present invention, the intake cam shaft can be advanced / retracted by the phase variable drive device so that the opening angle of the intake cam can be adjusted, that is, the opening timing of the intake intake period can be easily adjusted. Therefore, increase / decrease control of the intake air introduction period is facilitated.

請求項４の発明によれば、内燃機関の負荷が大きいほど吸気導入期間、即ち、吸入空気量が増え、充填効率が大きくなり、吸気制御装置装着により出力低減を防止できる。   According to the invention of claim 4, as the load of the internal combustion engine is larger, the intake intake period, that is, the intake air amount is increased, the charging efficiency is increased, and the output reduction can be prevented by mounting the intake control device.

請求項５の発明によれば、内燃機関の回転速度が大きくなるほど吸気制御弁の開弁時期を進角側に、即ち、早期開弁を行わせるようにするので、内燃機関の回転速度が大きくなっても、吸気制御弁の開作動と閉作動の時間間隔を比較的長くでき、作動不良を防止することができ、制御の信頼性が改善される。   According to the invention of claim 5, as the rotational speed of the internal combustion engine increases, the opening timing of the intake control valve is advanced, that is, the valve is opened early, so the rotational speed of the internal combustion engine increases. Even in such a case, the time interval between the opening operation and the closing operation of the intake control valve can be made relatively long, so that the operation failure can be prevented, and the reliability of the control is improved.

図１にはこの発明の一実施形態としての内燃機関の吸気制御装置が適用された４気筒のレシプロ式ガソリンエンジン（以後単にエンジンＥと記す）の吸気系及び排気系の主要部が示され、図２にはエンジンＥの動弁系が示される。
図１に示すように、エンジンＥはシリンダヘッド１の下面に不図示のシリンダブロックが重なり相互に締結され、エンジン本体の要部を成しており、このエンジン本体内にシリンダヘッド１の長手方向Ｘ（図１において紙面上下方向）に沿って複数（例えば４つ）の燃焼室２が順次形成されている。各燃焼室２には、吸気路Ｒｉに続く吸気ポート３および排気路Ｒｅに続く排気ボート４がそれぞれ一対ずつ設けてある。更に、シリンダヘッド１の上部には一対の吸気ボート３を開閉する一対の吸気弁５（図２参照）、一対の排気ボート４を開閉する一対の排気弁６（図２参照）がそれそれ組付けられている。なお、複数の吸気弁５、複数の排気弁６のいずれも各バルブを閉方向に付勢するバルブスプリング７が装着されている。またシリンダヘッド１の上部には、複数の吸気弁５、複数の排気弁６を駆動させるＤＯＨＣ式の動弁系としての位相可変動弁装置８が搭載されている。 FIG. 1 shows main portions of an intake system and an exhaust system of a four-cylinder reciprocating gasoline engine (hereinafter simply referred to as engine E) to which an intake control device for an internal combustion engine as one embodiment of the present invention is applied. FIG. 2 shows a valve train of the engine E.
As shown in FIG. 1, the engine E has a cylinder block (not shown) overlapped with the lower surface of the cylinder head 1 and fastened to each other to form a main part of the engine body. A plurality of (for example, four) combustion chambers 2 are sequentially formed along X (the vertical direction in FIG. 1). Each combustion chamber 2 is provided with a pair of an intake port 3 following the intake passage Ri and an exhaust boat 4 following the exhaust passage Re. Further, a pair of intake valves 5 (see FIG. 2) for opening and closing the pair of intake boats 3 and a pair of exhaust valves 6 (see FIG. 2) for opening and closing the pair of exhaust boats 4 are respectively provided at the upper part of the cylinder head 1. It is attached. Each of the plurality of intake valves 5 and the plurality of exhaust valves 6 is provided with a valve spring 7 that urges each valve in the closing direction. Also, a variable phase valve operating device 8 as a DOHC type valve operating system for driving a plurality of intake valves 5 and a plurality of exhaust valves 6 is mounted on the top of the cylinder head 1.

吸気路Ｒｉはエアクリーナ９からのエアをエンジン本体の各気筒に流入させるもので、主吸気路Ｒｉｍを成す吸気管１２と、主吸気路Ｒｉｍに配備される電子制御式のスロットルバルブ１１と、主吸気路Ｒｉｍの下流のサージタンク１３と、そのサージタンク１３から分岐して延出する分岐吸気路ｒｉを形成する複数の吸気分岐管１４と、各分岐吸気路ｒｉに連通するようシリンダヘッド１内に形成され各気筒の吸気弁５の開時に燃焼室２に連通する吸気ポート３と、複数の吸気分岐管１４にそれぞれ配設される吸気制御弁１５と、各吸気制御弁１５を各々独立して開閉作動させる開閉駆動手段であるソレノイドアクチュエータ１６と、開閉制御手段であるコントローラ１７とを備える。   The intake path Ri allows air from the air cleaner 9 to flow into each cylinder of the engine body. The intake pipe 12 forms the main intake path Rim, the electronically controlled throttle valve 11 provided in the main intake path Rim, A surge tank 13 downstream of the intake passage Rim, a plurality of intake branch pipes 14 forming a branch intake passage ri branching out from the surge tank 13, and the cylinder head 1 so as to communicate with each branch intake passage ri The intake port 3 that communicates with the combustion chamber 2 when the intake valve 5 of each cylinder is opened, the intake control valve 15 that is disposed in each of the plurality of intake branch pipes 14, and the intake control valves 15 are independent of each other. A solenoid actuator 16 serving as an opening / closing drive means for opening and closing, and a controller 17 serving as an opening / closing control means.

吸気制御弁１５はバタフライ式であり、各気筒の一対の吸気分岐管１４の合流部とサージタンク１３との間の分岐吸気路ｒｉを開閉可能に配備される。同吸気制御弁１５の回転軸は不図示のリンク系を介し開閉駆動手段であるソレノイドアクチュエータ１６に連結される。ソレノイドアクチュエータ１６はコントローラ１７内の吸気制御弁開閉部Ａａ（図２参照）により駆動制御される。
図３（ａ），（ｂ）に示すように、ここでの吸気制御弁１５はそのリフト線図Ｖｓより明らかなように、常閉弁で、駆動時に分岐吸気路ｒｉを開作動し、非駆動時に分岐吸気路ｒｉを閉作動する。コントローラ１７の一機能手段である吸気制御弁開閉部（開閉制御手段）Ａａは、基本的には吸気制御弁１５の後述する開弁時期Ｂｏｔが少なくとも下流側に配備される吸気弁５のリフト線Ｉｒにおける開弁時期Ｖｉｏｔより前の時点になるよう設定される。更に、閉弁時期Ｂｃｔが吸気弁５のリフト線Ｉｒにおける閉弁時期Ｖｉｃｔより前の時点になるよう設定される。 The intake control valve 15 is a butterfly type, and is provided so as to be able to open and close a branch intake passage ri between a merging portion of a pair of intake branch pipes 14 of each cylinder and the surge tank 13. The rotary shaft of the intake control valve 15 is connected to a solenoid actuator 16 serving as an opening / closing drive means via a link system (not shown). The solenoid actuator 16 is driven and controlled by an intake control valve opening / closing part Aa (see FIG. 2) in the controller 17.
As shown in FIGS. 3 (a) and 3 (b), the intake control valve 15 here is a normally closed valve, as is clear from its lift diagram Vs, and opens the branch intake passage ri during driving. The branch intake passage ri is closed during driving. The intake control valve opening / closing part (open / close control means) Aa which is one function means of the controller 17 is basically a lift line of the intake valve 5 where a later-described valve opening timing Bot of the intake control valve 15 is disposed at least downstream. It is set to be a time point before the valve opening timing Viot in Ir. Further, the valve closing timing Bct is set to be before the valve closing timing Vic on the lift line Ir of the intake valve 5.

図３（ａ）に実線で示すように、吸気制御弁１５とその下流の吸気弁５が共に開状態にある期間、即ち、吸気弁５の開弁時期Ｖｉｏｔと吸気制御弁１５の後述する閉弁時期Ｂｃｔとの間の吸気導入期間Ｔｑにのみ燃焼室２に吸気が流入される。これにより吸気導入期間Ｔｑを増減調整することにより吸入空気量Ｑａが規制されることとなる。即ち、図３（ａ）に破線で示すように、吸気弁５のリフト線Ｉｒにおける開弁時期Ｖｉｏｔｓを進角ｓさせ、あるいは、吸気制御弁１５のリフト線図Ｖｓの閉弁時期Ｂｃｔを遅角方向ｒに変位させると、吸気導入期間Ｔｑが拡大し、燃焼室２の吸入空気量Ｑａが増大するようになる。逆に、吸気弁５の開弁時期Ｖｉｏｔｒを遅角ｒ切り換えさせ、あるいは、吸気制御弁１５の閉弁時期Ｂｃｔを進角ｓさせると吸気導入期間Ｔｑが縮小して各燃焼室２の吸入空気量Ｑａが減少する。   As shown by a solid line in FIG. 3A, the period during which both the intake control valve 15 and the intake valve 5 downstream thereof are in an open state, that is, the valve opening timing Viot of the intake valve 5 and the closing of the intake control valve 15 described later. The intake air flows into the combustion chamber 2 only during the intake introduction period Tq between the valve timing Bct. As a result, the intake air amount Qa is regulated by adjusting the intake air introduction period Tq to increase or decrease. That is, as indicated by a broken line in FIG. 3A, the valve opening timing Viots on the lift line Ir of the intake valve 5 is advanced by s, or the valve closing timing Bct of the lift diagram Vs of the intake control valve 15 is delayed. When displaced in the angular direction r, the intake air introduction period Tq is expanded, and the intake air amount Qa of the combustion chamber 2 is increased. Conversely, if the opening timing Viotr of the intake valve 5 is switched by the retard angle r or the closing timing Bct of the intake control valve 15 is advanced s, the intake introduction period Tq is reduced and the intake air in each combustion chamber 2 is reduced. The quantity Qa decreases.

上述の主吸気路Ｒｉｍに配備されるスロットルバルブ１１及び同弁を駆動するスロットルアクチュエータ１１１や、複数の吸気分岐管１４にそれぞれ配設される吸気制御弁１５及び同弁を駆動するソレノイドアクチュエータ１６は共にＥＴＶを成すもので、それぞれコントローラ１７の入出力回路１７５に接続される。
スロットルアクチュエータ１１１は、電流が印加されていない状態において、スロットルバルブ１１を全開に保持し、ソレノイドアクチュエータ１６は、電流が印加されていない状態において、吸気制御弁１５を全閉に保持する。スロットルアクチュエータ１１１へ所定のデューティー比の電流が印加されると、不図示のリンク系を介し弁軸が回動されてスロットルバルブ１１が適宜の開度、すなわち、適宜の吸入空気量の調整が行われる。ソレノイドアクチュエータ１６に電流が印加されると、その間は吸気制御弁１５が全開に保持される。 The throttle valve 11 provided in the main intake passage Rim and the throttle actuator 111 that drives the valve, the intake control valve 15 provided in the plurality of intake branch pipes 14, and the solenoid actuator 16 that drives the valve are respectively provided. Both form an ETV and are connected to the input / output circuit 175 of the controller 17, respectively.
The throttle actuator 111 holds the throttle valve 11 fully open when no current is applied, and the solenoid actuator 16 holds the intake control valve 15 fully closed when no current is applied. When a current having a predetermined duty ratio is applied to the throttle actuator 111, the valve shaft is rotated via a link system (not shown), and the throttle valve 11 is adjusted to an appropriate opening, that is, an appropriate intake air amount. Is called. When a current is applied to the solenoid actuator 16, the intake control valve 15 is held fully open during that time.

スロットルバルブ１１と複数の吸気制御弁１５の各回転軸には不図示の弁開度センサが装着され、これより発せられるスロットル開度や吸気制御弁開度信号はコントローラ１７に入力される。更に、吸気管１２には吸入空気量Ｑａを検出するエアフローセンサ１８が装着され、吸入空気量Ｑａ信号はコントローラ１７に入力される。
排気路Ｒｅは各気筒の燃焼室２の排気ガスを排気弁６の開時に排気ポート４より不図示の排気マニホールド側の各分岐排気路ｒｅに導き、更に、排気ガスを不図示の排気管を経て大気開放側に流出させている。 A valve opening sensor (not shown) is attached to each rotary shaft of the throttle valve 11 and the plurality of intake control valves 15, and a throttle opening and an intake control valve opening signal generated therefrom are input to the controller 17. Further, an air flow sensor 18 for detecting the intake air amount Qa is attached to the intake pipe 12, and the intake air amount Qa signal is input to the controller 17.
The exhaust path Re guides the exhaust gas in the combustion chamber 2 of each cylinder to each branch exhaust path re on the exhaust manifold side (not shown) from the exhaust port 4 when the exhaust valve 6 is opened. After that, it is discharged to the open side of the atmosphere.

動弁系としての位相可変動弁装置８はエンジン本体側のクランクシャフト１９の１／２の回転をベルト回転伝達手段２０を介して吸気及び排気カムスプロケット２１，２２で受けるよう形成されている。吸気カム軸２３は吸気カムスプロケット２１の回転を位相可変駆動装置（ＶＶＴ）２５を介して受け、排気カム軸２４は排気カムスプロケット２２により、そのまま回転駆動される。   The variable phase valve operating device 8 as a valve operating system is configured to receive half rotation of the crankshaft 19 on the engine body side by the intake and exhaust cam sprockets 21 and 22 via the belt rotation transmission means 20. The intake camshaft 23 receives the rotation of the intake cam sprocket 21 through a phase variable drive device (VVT) 25, and the exhaust camshaft 24 is rotationally driven by the exhaust cam sprocket 22 as it is.

吸気カム軸２３及び排気カム軸２４の各気筒の燃焼室２との対向位置には一対の吸気弁５及び一対の排気弁６を駆動する一対の吸気カム２７及び一対の排気カム２８が一体的に取り付けられ、これらにより複数の吸気弁５、複数の排気弁６が開閉駆動される。
位相可変駆動装置（ＶＶＴ）２５は例えば電磁駆動式の回転型アクチュエータ２５１を備え、その内部の切り換え駆動部（不図示）に連通する制御バルブ２５２（図２参照）が、コントローラ１７の制御機能の一つである吸気弁位相可変調整部Ａｂ（図２参照）からの位相制御信号を受けることで、回転型アクチュエータ２５１が切り換え駆動し、位相切り換え制御される。 A pair of intake cams 27 and a pair of exhaust cams 28 for driving the pair of intake valves 5 and the pair of exhaust valves 6 are integrally formed at positions of the intake cam shaft 23 and the exhaust cam shaft 24 facing the combustion chamber 2 of each cylinder. Thus, the plurality of intake valves 5 and the plurality of exhaust valves 6 are driven to open and close.
The phase variable drive device (VVT) 25 includes, for example, an electromagnetically driven rotary actuator 251, and a control valve 252 (see FIG. 2) communicating with a switching drive unit (not shown) therein has a control function of the controller 17. By receiving a phase control signal from one intake valve phase variable adjusting unit Ab (see FIG. 2), the rotary actuator 251 is switched and driven, and phase switching is controlled.

この位相切り換え制御により吸気弁５のリフト作動における開弁時期（図３（ａ），（ｂ）参照）Ｖｉｏｔが遅角ｒあるいは進角ｓ方向に移動調整される。位相可変駆動装置２５の制御時において、吸気カム軸２３の回転位相はカム角センサ２４（図２参照）によって検出され、コントローラ１７に出力される。なお、クランクシャフト１９側にはクランク側ロータ２６１が一体結合され、これにはクランク角センサ２６が対設され、これにより単位クランク角信号δｃが検出されて、コントローラ１７に出力される。   By this phase switching control, the valve opening timing (see FIGS. 3A and 3B) Viot in the lift operation of the intake valve 5 is moved and adjusted in the direction of the retard angle r or the advance angle s. During the control of the phase variable drive device 25, the rotational phase of the intake camshaft 23 is detected by the cam angle sensor 24 (see FIG. 2) and output to the controller 17. A crank-side rotor 261 is integrally coupled to the crankshaft 19 side, and a crank angle sensor 26 is provided to the crank-side rotor 261, whereby the unit crank angle signal δc is detected and output to the controller 17.

コントローラ１７内の吸気弁位相可変調整部Ａｂは、例えばエンジンの始動時の運転情報よりエンジン１の冷却水温度ｗｔが冷態判定温度Ｔｃを下回ると判定すると、吸気弁５の開弁時期を定常運転時の開弁時期Ｖｉｏｔより進角量δｓｔずらせたＶｉｏｔｓ（図３（ａ）参照）に設定し、吸気弁５と排気弁６のオーバーラップ量Ｏｂを定常運転時より増大量となるように制御し、燃焼室内の内部ＥＧＲを増やし、内部ＥＧＲの熱や吸気ポートへの逆流によって、燃料の気化や混合を促進して排出ガスを良化するよう制御する。
コントローラ１７はＣＰＵ１７１，ＲＯＭ１７２，ＲＡＭ１７３を中心に論理演算回路としてエンジン制御機能に加え、特に、吸気制御弁開閉部Ａａ、吸気弁位相可変調整部Ａｂとしての機能を発揮し、コモンバス１７４を介して入出力部１７５に接続され、外部との入出力を行う。 If the intake valve phase variable adjustment unit Ab in the controller 17 determines that the cooling water temperature wt of the engine 1 is lower than the cold state determination temperature Tc based on the operation information at the time of starting the engine, for example, the opening timing of the intake valve 5 is steady. It is set to Viots (see FIG. 3A) shifted by the advance amount δst from the valve opening timing Viot during operation, and the overlap amount Ob between the intake valve 5 and the exhaust valve 6 is increased from that during steady operation. The internal EGR in the combustion chamber is increased, and control is performed to improve the exhaust gas by promoting the vaporization and mixing of the fuel by the heat of the internal EGR and the backflow to the intake port.
In addition to the engine control function as a logical operation circuit centering on the CPU 171, ROM 172, and RAM 173, the controller 17 exhibits the functions of the intake control valve opening / closing part Aa and the intake valve phase variable adjustment part Ab, and is input via the common bus 174. It is connected to the output unit 175 and performs input / output with the outside.

入出力部１７５には単位クランク角δｃ及びエンジン回転数Ｎｅ情報を取り込むクランク角センサ２６、カム角信号θｃを取り込むカム角センサ２４、エンジン冷却水温ｗｔを取り込む水温センサ３１、吸入空気量Ｑａを取り込むエアフローセンサ１８、アクセル開度θａを取り込むアクセル開度センサ３２等が接続され、各センサからの検出信号および各制御手段からの信号は入出力部１７５からＣＰＵ１７１に入力される。一方、ＣＰＵ１７１は、入出力部１７５を介して、スロットルアクチュエータ１１１、ソレノイドアクチュエータ１６、回転型アクチュエータ２５１に制御信号を出力する。   The input / output unit 175 receives the crank angle sensor 26 that captures the unit crank angle δc and the engine speed Ne information, the cam angle sensor 24 that captures the cam angle signal θc, the water temperature sensor 31 that captures the engine cooling water temperature wt, and the intake air amount Qa. An air flow sensor 18 and an accelerator opening sensor 32 for taking in the accelerator opening θa are connected. Detection signals from the sensors and signals from the control means are input from the input / output unit 175 to the CPU 171. On the other hand, the CPU 171 outputs control signals to the throttle actuator 111, the solenoid actuator 16, and the rotary actuator 251 via the input / output unit 175.

このようなエンジン１の駆動時における吸気系及び動弁系の制御方法について説明する。
コントローラ１７には、アクセル開度センサ３２の入力信号θａに基づきスロットルアクチュエータ１１１にアクセル開度θａ相当の開度出力が入力され、吸入空気量Ｑａとエンジン回転速度Ｎｅに基づき燃料供給量が決定され、不図示の燃料噴射弁と点火系が駆動され、エンジンＥが駆動を継続する。
この際、コントローラ１７の吸気弁位相可変調整部Ａｂは、読み込まれた負荷相当量である吸入空気量Ｑａ、エンジン回転速度Ｎｅ、及びその他の補正値設定のためのエンジン冷却水温ｗｔ等の情報に基づき吸気弁５の目標位相変位角である開弁時期Ｖｉｏｔを算出する。 A control method of the intake system and the valve system at the time of driving the engine 1 will be described.
An opening output corresponding to the accelerator opening θa is input to the throttle actuator 111 based on the input signal θa of the accelerator opening sensor 32, and the fuel supply amount is determined based on the intake air amount Qa and the engine speed Ne. The fuel injection valve (not shown) and the ignition system are driven, and the engine E continues to drive.
At this time, the intake valve phase variable adjustment unit Ab of the controller 17 uses the read intake air amount Qa, the engine rotational speed Ne, and other information such as the engine coolant temperature wt for setting other correction values. Based on this, the valve opening timing Viot which is the target phase displacement angle of the intake valve 5 is calculated.

例えば、吸入空気量Ｑａ及びエンジン回転速度Ｎｅ等からの運転情報より、現在の運転域が中負荷運転領域であれば、吸気弁５の開弁時期は基準遅角値相当値Ｖｉｏｔｂとして求められる。これに対し、エンジン１がアイドリング時Ｐａを含む低負荷運転域であると、バルブオーバラップ量Ｏｂが小さくまたは「０」となり、吸気弁５の開弁時期Ｖｉｏｔは最遅角値Ｖｉｏｔｒとして求められる。一方、エンジン１が高負荷側にある場合、吸気弁５の開弁時期Ｖｉｏｔｓは進角ｓ側に修正され、この場合、バルブオーバラップ量Ｏｂは最大値をとる。コントローラ１７の吸気弁位相可変調整部Ａｂはこのような開弁時期Ｖｉｏｔにより、その時々の負荷相当量の吸入空気量Ｑａ、エンジン回転速度Ｎｅに適合した目標開弁時期Ｖｉｏｔを算出し、その制御信号に応じて位相可変駆動装置（ＶＶＴ）２５を作動させ、吸気弁５を開弁時期Ｖｉｏｔに開作動させる。   For example, from the operation information from the intake air amount Qa, the engine rotational speed Ne, and the like, if the current operation region is the middle load operation region, the valve opening timing of the intake valve 5 is obtained as a reference retardation value equivalent value Biotb. On the other hand, when the engine 1 is in the low load operation region including the idling time Pa, the valve overlap amount Ob is small or “0”, and the valve opening timing Viot of the intake valve 5 is obtained as the most retarded value Viotr. . On the other hand, when the engine 1 is on the high load side, the valve opening timing Biots of the intake valve 5 is corrected to the advance angle s side, and in this case, the valve overlap amount Ob takes a maximum value. The intake valve phase variable adjusting unit Ab of the controller 17 calculates the target valve opening timing Viot suitable for the load equivalent amount of intake air Qa and the engine rotational speed Ne at that time based on the valve opening timing Viot, and the control thereof. In response to the signal, the variable phase drive (VVT) 25 is operated to open the intake valve 5 at the valve opening timing Viot.

これに対し、吸気弁５の上流側の吸気制御弁１５は、例えば、図３（ａ）に示すように、その開弁時期Ｂｏｔは任意に設定され、例えば、他気筒で合成される吸気脈動を配慮して、排気弁の全開時期Ｅｔより所定量δｅｔ前に設定し、閉弁時期Ｂｃｔが後述のように進退方向に変位操作される。
なお、場合により、図５（ａ）、（ｂ）に示すように，吸気制御弁１５の作動応答性を考慮してエンジンＥの回転速度Ｎｅが大きくなるほど吸気制御弁１５の開弁時期Ｂｏｔを進角ｓ側の開弁時期Ｂｏｔ１に進めるように制御してもよい。このような場合、吸気制御弁１５が早期開弁を行うので、たとえエンジン１の回転速度Ｎｅが大きくなったとしても、時間間隔ＴＢを比較的長くでき、開閉作動不良を防止することができ、吸気量制御の信頼性が改善される。さらに図４のＴＢ’に示すように開弁作動速度を閉弁作動速度よりも遅くすることでも開閉作動不良を防止することができ、吸気量制御の信頼性が改善される。 On the other hand, the intake control valve 15 on the upstream side of the intake valve 5, for example, as shown in FIG. 3A, the valve opening timing Bot is arbitrarily set, for example, the intake pulsation synthesized in the other cylinders In consideration of the above, the exhaust valve is set to a predetermined amount δet before the full opening timing Et, and the valve closing timing Bct is displaced in the forward / backward direction as described later.
In some cases, as shown in FIGS. 5A and 5B, the opening timing Bot of the intake control valve 15 is increased as the rotational speed Ne of the engine E increases in consideration of the operation responsiveness of the intake control valve 15. It may be controlled to advance to the valve opening timing Bot1 on the advance angle s side. In such a case, since the intake control valve 15 opens early, even if the rotational speed Ne of the engine 1 increases, the time interval TB can be made relatively long, and an opening / closing operation failure can be prevented. Reliability of intake air amount control is improved. Furthermore, as shown by TB ′ in FIG. 4, the opening / closing operation failure can be prevented by making the valve opening operation speed slower than the valve closing operation speed, and the reliability of the intake air amount control is improved.

図１のエンジンＥでは、図４に示すように、吸気制御弁１５の開弁時期Ｂｏｔのみが一定に保持され、内燃機関の回転速度Ｎｅに応じて吸気制御弁１５の閉弁時期Ｂｃｔが進退制御される。
ここでは図６に示すような閉弁時期設定マップが採用される。ここで、低回転でのエンジン回転数Ｎｅが大きくなるほど吸気制御弁１５の閉弁時期Ｂｃｔが吸気弁５の閉弁時期（図３（ａ）参照）Ｖｉｃｔ側に向けて遅角ｒされ、最大遅角値Ｂｃｔ’（図４参照）にまで修正される。逆に、アイドル回転数Ｎｅａ以下では吸気制御弁１５の閉弁時期はＢｃｔ”と最も早まるように設定される。 In the engine E of FIG. 1, as shown in FIG. 4, only the valve opening timing Bot of the intake control valve 15 is held constant, and the valve closing timing Bct of the intake control valve 15 advances and retreats according to the rotational speed Ne of the internal combustion engine. Be controlled.
Here, a valve closing timing setting map as shown in FIG. 6 is employed. Here, as the engine speed Ne at low speed increases, the closing timing Bct of the intake control valve 15 is retarded toward the closing timing of the intake valve 5 (see FIG. 3A) Vic side, and the maximum The retardation value is corrected to Bct ′ (see FIG. 4). On the other hand, at the idling speed Nea or less, the closing timing of the intake control valve 15 is set to be the fastest with Bct ″.

なお、ここでの最大遅角側の閉弁時期Ｂｃｔ’（図４参照）は吸気弁５の全開時期Ｖｉｏｔ１近傍に設定される。これはエンジンの運転域が高負荷域に入ると、吸気制御弁１５の開弁時期Ｂｏｔ制御を中止し、全開に固定するように設定し、吸気ロスを抑制し、出力優先の運転に入るためである。
次に、図１の内燃機関の吸気制御装置の作動を図７の吸気位相制御処理ルーチンに沿って説明する。 Here, the valve closing timing Bct ′ (see FIG. 4) on the maximum retard angle side is set in the vicinity of the full opening timing Viot1 of the intake valve 5. This is because when the engine operating range enters the high load range, the valve opening timing Bot control of the intake control valve 15 is stopped and set to be fully opened, intake loss is suppressed, and output priority operation is started. It is.
Next, the operation of the intake control device for the internal combustion engine of FIG. 1 will be described along the intake phase control processing routine of FIG.

なお、吸気弁の開閉時期は、別途、位相可変駆動装置（ＶＶＴ）２５の働きで進退切り
換え制御されており、即ち、上述の図６のマップ特性が採用され、吸入空気量Ｑａ及びエ
ンジン回転速度Ｎｅ等からの運転情報より、基準遅角値である開弁時期Ｖｉｏｔｂを中心
に最遅角時期Ｖｉｏｔｒと再進角時期Ｖｉｏｔｓの間で調整制御されている。 Note that the opening / closing timing of the intake valve is separately controlled to advance / retreat by the action of the phase variable drive unit (VVT) 25, that is, the map characteristics shown in FIG. 6 described above are employed, and the intake air amount Qa and the engine rotational speed are controlled. Based on the operation information from Ne or the like, adjustment control is performed between the most retarded angle timing Viotr and the re-advanced angle timing Viots centering on the valve opening timing Viotb which is a reference retarded angle value.

コントローラ１７はそのエンジン制御のためのメインルーチンの途中で吸気位相制御処理ルーチンのステップｓ１に達する。ここでは、エンジン運転情報であるエンジン回転数Ｎｅ、アクセル開度θａ，吸入空気量Ｑａ，冷却水温度ｗｔ等が取り込まれ、記憶処理される。ステップｓ２では現在の負荷情報であるアクセル開度θａが高負荷判定値θａｈを上回るか否か判断し、上回るとステップｓ３に進み、ここでは吸気制御弁１５が連続して全開開度Ｂｆｔ（図３（ａ）の２点差線参照）に固定され、この回の制御を終了する。   The controller 17 reaches step s1 of the intake phase control processing routine in the middle of the main routine for engine control. Here, the engine rotational speed Ne, the accelerator opening θa, the intake air amount Qa, the cooling water temperature wt, and the like, which are engine operation information, are captured and stored. In step s2, it is determined whether or not the accelerator opening θa, which is the current load information, exceeds the high load determination value θah, and if so, the process proceeds to step s3, where the intake control valve 15 is continuously opened to the fully open opening Bft (see FIG. 3 (a) (refer to the two-point difference line), and this time of control ends.

アクセル開度θａが高負荷判定値θａｈを下回る低、中負荷域ではステップｓ４に進み、ここではアクセル開度θａが全閉判定置θａｃを下回るか否かを判断し、下回るとステップｓ５に進み、吸気制御弁１５が最大閉鎖時期Ｂｃｔ”（図４参照）に設定され、この回の制御を終了する。   When the accelerator opening degree θa is lower than the high load determination value θah, the process proceeds to step s4 in the low and middle load range. Here, it is determined whether or not the accelerator opening degree θa is less than the fully closed determination position θac. The intake control valve 15 is set to the maximum closing timing Bct ″ (see FIG. 4), and this control is finished.

アクセル開度θａが全閉判定置θａｃを上回るとステップｓ６に進み、ここでは、図６の遅角量演算マップが用いられ、エンジン回転速度Ｎｅが（例えば、アイドル運転時）Ｎｅａ側より増大するほど吸気制御弁１５の閉弁時期Ｂｃｔが吸気弁５の閉弁時期（図６参照）Ｖｉｃｔ側である閉弁時期Ｂｃｔ’側に向けて遅角値を増すように設定される。即ち、吸気弁５の開弁時期Ｖｉｏｔと吸気制御弁１５の後述する閉弁時期Ｂｃｔとの間の吸気導入期間Ｔｑが拡大され、燃焼室２への吸入空気量Ｑａの増大化を図れるようにして、この回の制御を終了する。   When the accelerator opening θa exceeds the fully closed determination position θac, the routine proceeds to step s6, where the retard amount calculation map of FIG. 6 is used, and the engine speed Ne increases (for example, during idling) from the Ne side. The valve closing timing Bct of the intake control valve 15 is set so that the retardation value increases toward the valve closing timing Bct ′ side that is the valve closing timing (see FIG. 6) of the intake valve 5 (see FIG. 6). That is, the intake introduction period Tq between the valve opening timing Viot of the intake valve 5 and the valve closing timing Bct of the intake control valve 15 described later is extended so that the intake air amount Qa to the combustion chamber 2 can be increased. Then, this control is finished.

このような、図１の内燃機関の吸気制御装置では、各気筒の燃焼室２に供給される吸入空気量Ｑａに対応する吸気導入期間Ｔｑが吸気弁５の開弁時期Ｖｉｏｔと吸気制御弁１５の閉弁時期Ｂｃｔとで決定されるので、エンジンＥの運転情報から決定された吸気導入期間Ｔｑが比較的狭い場合であっても、開閉作動時において、吸気制御弁１５は前以て吸気弁５の開弁前に全開され、その後で吸気弁が開き、次いで吸気導入期間Ｔｑの経過時に吸気制御弁１５が閉弁作動Ｂｃｔする。このため、たとえ吸気制御弁１５自体の開閉応答性が低くても、吸気制御弁１５の開閉作動の時間間隔ＴＢが比較的長くなるように設定でき、時間間隔ＴＢ（開閉作動間隔）が狭すぎることによる吸気制御弁１５の作動不良を防止することができ、吸気量制御の信頼性が改善され、応答性向上要求値が低くでき吸気制御弁のコスト増を防止することもできる。   In the intake control device for the internal combustion engine of FIG. 1, the intake introduction period Tq corresponding to the intake air amount Qa supplied to the combustion chamber 2 of each cylinder is the intake valve 5 opening timing Viot and the intake control valve 15. Therefore, even when the intake introduction period Tq determined from the operation information of the engine E is relatively narrow, the intake control valve 15 is previously set in the intake valve during the opening / closing operation. 5 is fully opened before the opening of the valve 5, and then the intake valve is opened. Then, the intake control valve 15 is closed Bct when the intake air introduction period Tq has elapsed. For this reason, even if the open / close response of the intake control valve 15 itself is low, the time interval TB of the open / close operation of the intake control valve 15 can be set to be relatively long, and the time interval TB (open / close operation interval) is too narrow. Therefore, the malfunction of the intake control valve 15 can be prevented, the reliability of the intake air amount control is improved, the responsiveness improvement request value can be lowered, and the cost of the intake control valve can be prevented from increasing.

即ち、エンジン回転速度Ｎｅが低いほど吸気制御弁１５の閉弁時期Ｂｃｔが開弁時期Ｂｏｔに近づくとしても、開弁時期Ｂｏｔは吸気弁の開弁時期Ｖｉｏｔ前に設定されている。このため、吸気制御弁１５はその開弁時期Ｂｏｔの作動に対して十分の経過時間を経て閉弁時期Ｂｃｔに達し、そこで閉弁作動がなされることより、吸気制御弁１５の開閉作動が安定し、作動信頼性を確保できる。さらには開弁作動の速度を遅く設定することでも作動信頼性が確保できる。   That is, even if the closing timing Bct of the intake control valve 15 approaches the opening timing Bot as the engine speed Ne decreases, the opening timing Bot is set before the opening timing Viot of the intake valve. For this reason, the intake control valve 15 reaches the valve closing timing Bct after a sufficient time has elapsed with respect to the operation of the valve opening timing Bot, and the valve closing operation is performed there, so that the opening / closing operation of the intake control valve 15 is stable. Therefore, operational reliability can be ensured. Furthermore, operation reliability can be ensured by setting the valve opening operation speed slower.

更に、主吸気路Ｒｉｍのスロットルバルブ１１（空気量調整弁）により吸気抵抗の低減を図りつつ、吸入空気量Ｑａを運転状態に応じてより広い制御幅で調整でき、エンジンブレーキ等の制御特性もスロットルバルブ１１と吸気制御弁１５の両絞り作用によって改善できる。また、各吸気制御弁が故障した場合もスロットルバルブをフェールセーフとして使用することもできる。   Further, the intake air amount Qa can be adjusted with a wider control width according to the operating state while reducing the intake resistance by the throttle valve 11 (air amount adjusting valve) of the main intake passage Rim, and the control characteristics such as engine brakes are also provided. This can be improved by both throttle operations of the throttle valve 11 and the intake control valve 15. Further, the throttle valve can be used as a fail safe even when each intake control valve fails.

更に、吸気カム軸２３が位相可変駆動装置（ＶＶＴ）２５により回転角を進退制御されることで、吸気カム２３の開弁時期を進退調整でき、即ち、吸気導入期間Ｔｑの開弁時期Ｖｉｏｔ側を容易に進退調整でき、この点で吸気導入期間Ｔｑの増減制御が容易化される。
更に、エンジンＥの負荷が大きいほど吸気導入期間Ｔｑ、即ち、吸入空気量Ｑａが増え、特に高負荷では吸気制御弁１５が全開開度Ｂｆｔ（図３（ａ）参照）に固定されるので、充填効率が大きくなり、吸気制御装置装着による出力低減を防止できる。 Further, the intake cam shaft 23 is controlled to advance and retreat the rotation angle by the phase variable drive device (VVT) 25, so that the valve opening timing of the intake cam 23 can be adjusted forward or backward, that is, the intake opening period Tq side of the valve opening timing Viot Can be easily adjusted to advance or retreat, and in this respect, increase / decrease control of the intake air introduction period Tq is facilitated.
Further, as the load on the engine E is larger, the intake introduction period Tq, that is, the intake air amount Qa is increased, and the intake control valve 15 is fixed at the full opening degree Bft (see FIG. 3A) particularly at a high load. Filling efficiency is increased and output reduction due to the intake control device can be prevented.

更に、エンジンＥの回転速度Ｎｅが大きくなるほど吸気制御弁１５の開弁時期を進角側ｓに、即ち、早期開弁を行わせるようにするので、エンジンＥの回転速度Ｎｅが大きくなっても、吸気制御弁１５の開作動と閉作動の時間間隔が比較的長くなり、作動不良を防止することができ、制御の信頼性が改善される。   Further, as the rotational speed Ne of the engine E increases, the opening timing of the intake control valve 15 is advanced to the advance side s, that is, early opening is performed, so that even if the rotational speed Ne of the engine E increases. In addition, the time interval between the opening operation and the closing operation of the intake control valve 15 becomes relatively long, so that an operation failure can be prevented and the control reliability is improved.

なお、上述のところにおいて、エンジンは吸気カム軸のみ位相可変駆動装置（ＶＶＴ）２５を備えていたが、これに加え、排気カム軸側にも位相可変駆動装置（ＶＶＴ）を装着し、吸、排カム軸の位相可変制御を行い、オーバーラップ制御の自由度を増した構成を採るエンジンに本願発明を適用してもよく、この場合も、図１の内燃機関の吸気制御装置と同様の作用効果が得られる。   In the above description, the engine is provided with the phase variable drive unit (VVT) 25 only for the intake camshaft. In addition to this, the engine is equipped with a phase variable drive unit (VVT) on the exhaust camshaft side. The present invention may be applied to an engine that adopts a configuration in which the phase of the exhaust camshaft is controlled to increase the degree of freedom of overlap control. In this case as well, the same action as the intake control device for the internal combustion engine of FIG. An effect is obtained.

本発明の一実施形態としての内燃機関の吸気制御装置を有するエンジンの全体構成図である。1 is an overall configuration diagram of an engine having an intake air control device for an internal combustion engine as one embodiment of the present invention. 図１のエンジンが用いるの動弁系の斜視図である。FIG. 2 is a perspective view of a valve train used by the engine of FIG. 1. 図１の内燃機関の吸気制御装置に駆動される吸気弁を進退した場合のバルブリフト説明図で、（ａ）は吸、排気弁のバルブリフト線図、（ｂ）は吸、排気弁の開閉タイミング説明図である。FIG. 2 is a valve lift explanatory diagram when the intake valve driven by the intake control device of the internal combustion engine of FIG. 1 is advanced and retracted, (a) is a valve lift diagram of the intake and exhaust valves, and (b) is an intake and exhaust valve opening and closing. It is timing explanatory drawing. 図１の内燃機関の吸気制御装置に駆動される吸気制御弁を進退した場合のバルブリフト説明図である。It is valve lift explanatory drawing when the intake control valve driven by the intake control device of the internal combustion engine of FIG. 本発明の内燃機関の吸気制御装置に駆動される吸気制御弁を他の制御特性で駆動する場合のバルブリフト説明図である。It is valve lift explanatory drawing in the case of driving the intake control valve driven by the intake control device of the internal combustion engine of the present invention with other control characteristics. 図１の内燃機関の吸気制御装置の駆動制御で用いる吸気制御弁の進退制御量設定マップの特性線図である。FIG. 2 is a characteristic diagram of an advance / retreat control amount setting map of an intake control valve used in drive control of the intake control device for the internal combustion engine of FIG. 1. 図１の内燃機関の吸気制御装置の制御フローチャートである。2 is a control flowchart of the intake control device for the internal combustion engine of FIG. 1. 従来の内燃機関の吸気制御装置における吸、排気弁のバルブリフト線図である。It is a valve lift diagram of the intake and exhaust valves in the conventional intake control device for an internal combustion engine.

符号の説明Explanation of symbols

１ シリンダヘッド
２ 燃焼室
５ 吸気弁
１５ 吸気制御弁
１６ ソレノイドアクチュエータ（開閉駆動手段）
１７ コントローラ（開閉制御手段）
ｒ１ 分岐吸気路
Ａｂ 吸気弁位相可変調整部
Ｅ エンジン
Ｒｉｍ 主吸気路
Ｔｑ 吸気導入期間
DESCRIPTION OF SYMBOLS 1 Cylinder head 2 Combustion chamber 5 Intake valve 15 Intake control valve 16 Solenoid actuator (open / close drive means)
17 Controller (open / close control means)
r1 Branch intake passage Ab Intake valve phase variable adjustment portion E Engine Rim Main intake passage Tq Intake introduction period

Claims (5)

内燃機関の主吸気路より複数の各分岐吸気路に達した吸入空気が各燃焼室へ吸入される際に開弁される各吸気弁と、
前記各分岐吸気路上で前記吸気弁の上流にそれぞれ配備される各吸気制御弁と、
前記複数の各吸気制御弁を各々独立して開閉する開閉駆動手段と、
前記各吸気制御弁を前記吸気弁の開弁前に全開させ該吸気弁の閉弁前に閉弁させるよう前記開閉駆動手段を介して制御する開閉制御手段とを備え、
前記開閉制御手段は内燃機関の負荷情報が所定の高負荷判定値を上回るか否か判断し、上回る間は前記吸気制御弁を全開開度に固定し、下回る低、中負荷域では、更に所定の全閉判定値を下回ると判断すると最大閉鎖時期に固定し、下回らないと、前記吸気弁の開弁時期と前記吸気制御弁の閉弁時期との間の吸気導入期間を前記内燃機関の運転情報に基づき設定することを特徴とする内燃機関の吸気制御装置。 Each intake valve that is opened when intake air that has reached a plurality of branch intake passages from the main intake passage of the internal combustion engine is sucked into each combustion chamber;
Each intake control valve disposed on each branch intake path upstream of the intake valve;
Open / close driving means for independently opening / closing each of the plurality of intake control valves;
Opening / closing control means for controlling each intake control valve through the opening / closing drive means so as to be fully opened before the intake valve is opened and closed before the intake valve is closed;
Before SL switching control means determines whether the load information of the internal combustion engine is above a predetermined high load determination value, while the fixed fully opened opening of the intake control valve exceeds a low, a medium load region below, further If it is determined that it falls below a predetermined full-closed determination value, it is fixed at the maximum closing timing, and if not below, the intake introduction period between the opening timing of the intake valve and the closing timing of the intake control valve is set to the internal combustion engine. An intake control apparatus for an internal combustion engine, which is set based on operation information. 請求項１記載の内燃機関の吸気制御装置において、
前記主吸気路に配備され吸入空気量を調整する空気量調整弁を備えることを特徴とする内燃機関の吸気制御装置。 The intake control apparatus for an internal combustion engine according to claim 1,
An intake air control apparatus for an internal combustion engine, comprising an air amount adjustment valve disposed in the main intake passage to adjust an intake air amount. 請求項１または２記載の内燃機関の吸気制御装置において、
前記内燃機関の少なくとも吸気カム軸が位相可変動弁装置により回転角を進退制御されることを特徴とする内燃機関の吸気制御装置。 The intake control apparatus for an internal combustion engine according to claim 1 or 2,
An intake control device for an internal combustion engine, wherein at least an intake camshaft of the internal combustion engine is controlled to advance and retreat a rotational angle by a phase variable valve operating device. 請求項１、２又は３記載の吸気制御装置において、
前記開閉制御手段は前記内燃機関の負荷が大きいほど前記吸気導入期間を増すことを特徴とする内燃機関の吸気制御装置。 In the intake control device according to claim 1, 2, or 3,
The intake control device for an internal combustion engine, wherein the open / close control means increases the intake introduction period as the load on the internal combustion engine increases. 請求項１乃至４のいずれか一つに記載の吸気制御装置において、
前記開閉制御手段は前記内燃機関の回転速度が大きくなるほど前期吸気制御弁の開弁時期をより進角側に設定することを特徴とする内燃機関の吸気制御装置。 The intake control device according to any one of claims 1 to 4,
The intake control device for an internal combustion engine, wherein the opening / closing control means sets the opening timing of the intake control valve in the previous period to a more advanced side as the rotational speed of the internal combustion engine increases.

Images