JPH03141808A - Valve operation control device of internal combustion engine - Google Patents
Valve operation control device of internal combustion engineInfo
- Publication number
- JPH03141808A JPH03141808A JP1280973A JP28097389A JPH03141808A JP H03141808 A JPH03141808 A JP H03141808A JP 1280973 A JP1280973 A JP 1280973A JP 28097389 A JP28097389 A JP 28097389A JP H03141808 A JPH03141808 A JP H03141808A
- Authority
- JP
- Japan
- Prior art keywords
- acceleration
- operating angle
- time
- valve
- changing
- Prior art date
- Legal status (The legal status 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 status listed.)
- Granted
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 4
- 230000001133 acceleration Effects 0.000 claims abstract description 50
- 239000000446 fuel Substances 0.000 abstract description 15
- 230000000694 effects Effects 0.000 abstract description 7
- 230000035939 shock Effects 0.000 abstract description 6
- 230000002040 relaxant effect Effects 0.000 abstract 2
- 238000010586 diagram Methods 0.000 description 5
- 239000003921 oil Substances 0.000 description 5
- 230000006866 deterioration Effects 0.000 description 4
- 239000010720 hydraulic oil Substances 0.000 description 1
- 230000001771 impaired effect Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
Landscapes
- Valve-Gear Or Valve Arrangements (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は内燃機関の吸気弁等の開弁期間（開閉時期）等
を運転条件によって可変的に制御する装置に関する。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a device for variably controlling the opening period (opening/closing timing) of an intake valve or the like of an internal combustion engine depending on operating conditions.
〈従来の技術）
内燃機関の出力特性や燃費特性の改善を目的として、吸
・排気弁の開閉時期を運転状態に応じて可変的に制御す
るようにした装置が多く提案されている（たとえば１９
８６年５月出りのＭ Ｔ Ｚ ’ＭｏｔｏｒＴｅｃｈｎ
ｉｓｃｈＺ ｅｉｔｓｅｈｒｉｆＪ等）。<Prior Art> For the purpose of improving the output characteristics and fuel efficiency characteristics of internal combustion engines, many devices have been proposed that variably control the opening/closing timing of intake and exhaust valves according to operating conditions (for example, 19
M T Z 'MotorTechn released in May 1986
ischZ eitsehrifJ, etc.).
一般に吸・ｔ５ｐ弁の作動角を小さくすると、ボンピン
グロスが低減し、またシリンダ内残留排気が少なくなり
、燃費効率が改善される傾向にあり、これに対して作動
角を大きくすると、特に高回転域などでの吸排気効率が
改善され、機関の高出力化が図れる。In general, when the operating angle of the intake/t5p valve is reduced, the pumping loss is reduced, and the residual exhaust gas in the cylinder is also reduced, which tends to improve fuel efficiency.On the other hand, when the operating angle is increased, especially at high speeds This improves intake and exhaust efficiency in areas such as areas, and enables higher engine output.
したがって、燃費を重視する部分負荷運転時などは弁作
動角を小さく、高負荷運転時には大きな作動角に切換え
ることにより、燃費と共に出力特性をも満足させるよう
にしている。Therefore, the valve operating angle is made small during partial load operation where fuel efficiency is important, and switched to a large operating angle during high load operation, thereby satisfying not only fuel efficiency but also output characteristics.
（発明が解決しようとする課題）
ところで、吸気絞弁開度（ＴＶφ）と機関の発生出力（
トルク）との関係を、弁作動角の小さいときと大きいと
きとで比較してみると、第６図に示すようになり、この
場合、弁作動角の切換時期によっては切換えに伴い出力
トルクが段差的に変化し、運転性が著しく損なわれるこ
とがある。(Problem to be solved by the invention) By the way, the intake throttle valve opening (TVφ) and the generated output of the engine (
When comparing the relationship between the valve operating angle (torque) when the valve operating angle is small and large, the result is shown in Fig. 6. In this case, depending on the timing of switching the valve operating angle, the output torque may increase due to switching. It may change stepwise and drivability may be significantly impaired.
たとえば出力トルクに差のないＡ点で切換を行えばスム
ーズな運転性が確保できるが、これでは燃費の改善効果
が少なく、これに対して小作動角での運転領域を広げて
Ｂ点で切換えれば、燃費改善効果は大きいものの切換時
のトルク段差も大きくなり、運転性の悪化は避けられな
い。For example, if you switch at point A, where there is no difference in output torque, you can ensure smooth drivability, but this will have little effect on improving fuel efficiency, and on the other hand, you can widen the operating range at a small operating angle and switch at point B. If so, although the effect of improving fuel efficiency is large, the torque difference at the time of switching becomes large, and the deterioration of drivability is unavoidable.
これらのことから、従来はある程度の燃費の改善効果が
あり、かつトルク段差が所定の許容値ΔＴに収まる領域
を切換点としていた。For these reasons, conventionally, the switching point has been set at a region where there is a certain degree of fuel efficiency improvement effect and where the torque step falls within a predetermined tolerance value ΔT.
しかし、これでは急加速時など出力特性の立ち上がりに
応答遅れがでて加速性能が悪く、また、燃費的にも必ず
しも十分に満足が得られるわけではなかった。However, this resulted in poor acceleration performance due to a delay in response to the rise of the output characteristics during sudden acceleration, and was not always fully satisfactory in terms of fuel efficiency.
本発明はこのような問題を解決することを目的とする。The present invention aims to solve such problems.
（課題を解決するための手段）
そこで本発明は、第１図にも示すように、少なくとも吸
気弁の開弁期間を小作動角と大作動角とに可変制御する
弁開閉時期Ｍ御機清５０と、機関の点火時期を制御する
点火時期制御機構５１と、機関の運転状態を検出する手
段５２と、機関の緩加速と急加速とを判断する手段５３
と、急加速時には小作動角から大作動角への切換えを発
生トルクが時間−の絞弁小開度域で行い、また緩加速時
は同切換えを絞弁大関度域で行いかつ同時に点火時期を
一時的に遅らせる制御手段５４とを備える。(Means for Solving the Problems) Therefore, as shown in FIG. 1, the present invention provides a valve opening/closing timing M control system that variably controls at least the opening period of the intake valve to a small operating angle and a large operating angle. 50, an ignition timing control mechanism 51 for controlling the ignition timing of the engine, a means 52 for detecting the operating state of the engine, and a means 53 for determining whether the engine is slowly accelerating or rapidly accelerating.
During sudden acceleration, the switching from a small operating angle to a large operating angle is performed in the throttle valve small opening range where the generated torque is - time, and during slow acceleration, the same switching is performed in the throttle valve large opening range and at the same time the ignition timing is changed. control means 54 for temporarily delaying.
（作用〉
したがって高出力が要求される急加速時など絞弁小開度
域から高出力側の大作動角に切換えられ、スムーズな加
速性能を確保する。(Function) Therefore, during sudden acceleration where high output is required, the throttle valve is switched from a small opening range to a large operating angle on the high output side, ensuring smooth acceleration performance.
一方、大きな出力トルクが要求れさない緩加速時などは
絞弁開度がかなり大きくなる領域まで小作動角を維持し
、大幅な燃費改善効果を実現し、しかも切換に伴うトル
クショックは点火時期を一時的に遅らせることで緩和す
ることができ、運転性の悪化も最小限に留どめられる。On the other hand, during gentle acceleration, when a large output torque is not required, a small operating angle is maintained until the throttle valve opening becomes considerably large, resulting in a significant fuel efficiency improvement effect.Moreover, the torque shock caused by switching is reduced by the ignition timing. This can be alleviated by temporarily delaying this, and the deterioration in drivability can be kept to a minimum.
（実施例） 以下、本発明の実施例を図面に基づいて説明する。(Example) Embodiments of the present invention will be described below based on the drawings.
第２図は制御装置の全体的なブロック図であり、図中２
０は吸気絞弁の開度を検出するための開度センサ、２１
は機関回転数を検出する回転数センサ、２２は機関負荷
（燃料噴射パルス幅など）を検出する負荷センサ、２３
は絞弁開度信号を微分して加速状態を検出する加速検出
手段、２６は加速検出手段２３の出力から緩加速か急加
速かを判断して、これに応じて弁作動角の切換信号を弁
作動角制御機ｔＩ１２４に出力すると共に、点火時期制
御機構２５に点火時期の修正信号を出力する制御回路で
ある。Figure 2 is an overall block diagram of the control device.
0 is an opening sensor for detecting the opening of the intake throttle valve; 21
22 is a rotation speed sensor that detects the engine speed; 22 is a load sensor that detects the engine load (fuel injection pulse width, etc.); 23
26 is an acceleration detecting means for differentiating the throttle valve opening signal to detect the acceleration state; 26 is a means for determining whether the acceleration is slow or sudden based on the output of the acceleration detecting means 23, and a switching signal for the valve operating angle is determined accordingly; This is a control circuit that outputs an ignition timing correction signal to the ignition timing control mechanism 25 as well as to the valve operating angle controller tI124.
制御回路２６はマイクロコンピュータ等で構成され、緩
加速時と急加速時とで吸・排気弁の作動角の切換特性を
変化させ、急加速時は小作動角から大作動角への切換え
を、絞弁開度の小さい略同一発生トルクの運転時に行い
、緩加速時は発生トルクは相違しても絞弁開度の比較的
大きい運転時に行い、かつ同時に点火時期を一時的にリ
タードさせるように、それぞれ弁開閉時期（作動角〉制
御機構２４と点火時期制御機構２５を作動させる。The control circuit 26 is composed of a microcomputer, etc., and changes the switching characteristics of the operating angle of the intake/exhaust valves during slow acceleration and sudden acceleration, and switches from a small operating angle to a large operating angle during sudden acceleration. This is done when the throttle valve opening is small and approximately the same generated torque is generated, and during slow acceleration, the generated torque is different, but it is performed when the throttle valve opening is relatively large, and at the same time, the ignition timing is temporarily retarded. , actuate the valve opening/closing timing (operating angle) control mechanism 24 and ignition timing control mechanism 25, respectively.
第５図は吸気弁の開閉時期を可変的に制御する弁作動角
制御機構（ただし排気弁側ら同様に構成できる）を示す
もので、各気筒に設けた２つの吸気弁Ｉ Ａ、Ｉ Ｂは
バルブスプリング２Ａ、２Ｂに付勢されたりフタ３Ａ、
３Ｂ及びリテーナプレート４Ａ、４Ｂを介して、カムシ
ャフト６に形成した立体カム５Ａ、５Ｂに接触する。Figure 5 shows a valve operating angle control mechanism that variably controls the opening/closing timing of the intake valve (however, the exhaust valve side can be constructed in the same way). is biased by valve springs 2A and 2B, and the lid 3A,
3B and the three-dimensional cams 5A, 5B formed on the camshaft 6 via the retainer plates 4A, 4B.
立体カム５Ａ、５Ｂは軸方向位置によってカムプロフィ
ルが徐々に変化し、したがってアクチュエータ１１を介
してカムシャフト６を移動させることにより、吸気弁Ｉ
Ａ、ＩＢの開閉時期とリフト量が変化する。The cam profile of the three-dimensional cams 5A and 5B gradually changes depending on the axial position, so by moving the camshaft 6 via the actuator 11, the intake valve I
A, IB opening/closing timing and lift amount change.
アクチュエータ１１は、カムシャフト６の端部に形成し
たスプライン６Ａがシリンダ１２の内周のスプライン１
２Ａと係合し、このカムシャフト６の端部に形成した油
圧室１３に油孔１５を介して図示しないオイルポンプか
ら圧油が導入されると、カムシャフト６が図示しないリ
ターンスプリングに抗して図中左方へと移動し、これに
対して油孔１６から作動油を逃がすことによりカムシャ
フト６が戻るようになっている。In the actuator 11, the spline 6A formed at the end of the camshaft 6 connects to the spline 1 on the inner circumference of the cylinder 12.
2A, and when pressure oil is introduced from an oil pump (not shown) into the hydraulic chamber 13 formed at the end of the camshaft 6 through the oil hole 15, the camshaft 6 resists a return spring (not shown). The camshaft 6 moves to the left in the figure, and the camshaft 6 returns by releasing the hydraulic oil from the oil hole 16.
なお、シリンダ１２の外側には歯車１４が固定され、こ
の歯車１４が図示しないクランクシャフトに同期して回
転駆動され、これによりカムシャフト６が回転する。A gear 14 is fixed to the outside of the cylinder 12, and this gear 14 is rotationally driven in synchronization with a crankshaft (not shown), thereby causing the camshaft 6 to rotate.
したがって、アクチュエータ１１への供給油圧を図示し
ない制御弁を介して制御することによりカムシャフト６
が軸方向に変位し、立体カム５Ａ。Therefore, by controlling the oil pressure supplied to the actuator 11 via a control valve (not shown), the camshaft 6
is displaced in the axial direction, and the three-dimensional cam 5A.
５Ｂに対する吸気弁ＩＡ、ＩＢの接触位置が変わり、吸
気弁ＬＡ、ＩＢの開閉時期やリフト量が変化する。The contact position of the intake valves IA and IB with respect to 5B changes, and the opening/closing timing and lift amount of the intake valves LA and IB change.
つまり前記制御回路２６によって上記制御弁の作動を制
御することにより、運転条件に応じて吸気弁１Ａ、ＩＢ
の作動角を小さくしたり、大きくしたりするのである。That is, by controlling the operation of the control valves by the control circuit 26, the intake valves 1A and IB are controlled according to the operating conditions.
The operating angle of the motor can be made smaller or larger.
以上のように構成され、次に作用について第３図のフロ
ーチャートを参照しながら説明する。The system is constructed as described above, and its operation will now be explained with reference to the flowchart shown in FIG.
機関回転数ｎと機関負荷Ｔｐを読込み、さらに機関の加
速状態αを検出する（ステップＳｌ、Ｓ２）。The engine speed n and the engine load Tp are read, and the acceleration state α of the engine is detected (steps Sl and S2).
そして加速状態αを基準値と比較して、緩加速か急加速
かを判断する（ステップＳ３）。Then, the acceleration state α is compared with a reference value to determine whether the acceleration is slow or rapid (step S3).
急加速時にはステップＳ４．Ｓ５に進み、弁作動角の切
換マツプのうちから急加速用の切換マツプを選択し、そ
のときの回転数ｎと負荷Ｔｐに基づいて作動角を読込み
、選択した作動角を弁開閉時期制御機Ｉ＃Ｉ２４に出力
する。At the time of sudden acceleration, step S4. Proceed to S5, select a switching map for sudden acceleration from among the valve operating angle switching maps, read the operating angle based on the current rotation speed n and load Tp, and apply the selected operating angle to the valve opening/closing timing controller. Output to I#I24.
この急加速時は第６図のＡ点、つまり小作動角と大作動
角とで発生トルクが路間−となる絞弁小開度域で作動角
の切換えが行なわれる。したがって高出力が要求される
急加速時には、加速初期から立ち上がりの早い、しかも
トルク段差のないスムーズな加速性能が得られる。During this rapid acceleration, the operating angle is switched at point A in FIG. 6, that is, in the small opening range of the throttle valve where the generated torque is between - between the small operating angle and the large operating angle. Therefore, during sudden acceleration that requires high output, smooth acceleration performance with a quick start-up from the initial stage of acceleration and no torque step is achieved.
これに対して、緩加速時にはステップＳ６．Ｓ７に進み
、緩加速用の切換マツプから同様にして作動角を選択し
、これを弁開閉時期制御ｔｌｌｆｉ２４に出力する。そ
してステップＳ８で実際に切換えが行なわれたかどうか
を判断し、切換えが行なわれたときは切換えと同時に点
火時期をリタードさせるように点火時期ＩＩＪｆｊｌａ
ｌｆｌ１２５に出力する（ステップＳ９〉、この点火時
期のリタードは弁作動角切換時に一時的に行うもので、
これによって小作動角から大作動角への切換に伴って発
生するトルクショックを軽減する。On the other hand, during slow acceleration, step S6. Proceeding to S7, the operating angle is similarly selected from the switching map for slow acceleration and output to the valve opening/closing timing control tllfi24. Then, in step S8, it is determined whether or not the switching has actually been performed, and when the switching has been performed, the ignition timing IIJfjla is set so that the ignition timing is retarded at the same time as the switching.
lfl125 (step S9). This retardation of the ignition timing is performed temporarily when switching the valve operating angle.
This reduces the torque shock that occurs when switching from a small working angle to a large working angle.
緩加速時は急激な加速や高出力が望まれるわけではない
ので、燃費を重視した小作動角での運転領域を拡大する
ことにより燃費の改善効果を高め、また点火時期のリタ
ードにより切換時のトルクショックも最小限に抑え、運
転性の悪化を回避する。Since rapid acceleration or high output is not desired during gentle acceleration, the effect of improving fuel efficiency is increased by expanding the operating range at a small operating angle with emphasis on fuel efficiency, and the retardation of the ignition timing improves the efficiency during switching. Torque shock is also minimized to avoid deterioration in drivability.
第５図には弁作動角を機関回転数ｎと負荷Ｔｐに基づい
て小・中・大と３つの特性に切換えるマツプの一例を示
す、同一の回転数で比較してみると、急加速時の方が緩
加速時に比べて相対的に負荷の小さい領域で切換えが行
なわれる。Figure 5 shows an example of a map that switches the valve operating angle to three characteristics: small, medium, and large based on the engine speed n and load Tp.Comparing at the same rotation speed, it is found that during sudden acceleration In this case, switching is performed in a region where the load is relatively small compared to during slow acceleration.
なお、上記した説明では小作動角と大作動角とに切換え
る場合を示したが、このようにさらに作動角の切換数を
増やせば、それだけ円滑な運転ができる。In addition, in the above explanation, the case of switching between a small working angle and a large working angle was shown, but if the number of switching working angles is further increased in this way, smoother operation can be achieved.
（発明の効果〉
以上のように本発明によれば、急加速時と緩加速時とで
小作動角から大作動角への切換特性を変え、急加速時に
は出力トルク差の少ない絞弁小開度域で切換えることに
より加速初期からスムーズで良好な加速性能を確保し、
これに対して高出力を要求されない緩加速時は、絞弁大
開度域で切換えることにより燃費改善効果を大幅に向上
させ、しかも切換時に一時的に点火時期を遅らせること
でトルクショックを軽減し、運転性の悪化も最小限にく
い止めることができる。(Effects of the Invention) As described above, according to the present invention, the switching characteristics from a small operating angle to a large operating angle are changed between sudden acceleration and slow acceleration, and the throttle valve is opened small with a small difference in output torque during sudden acceleration. By switching in the degree range, smooth and good acceleration performance is ensured from the beginning of acceleration.
On the other hand, during slow acceleration when high output is not required, the fuel efficiency is greatly improved by switching the throttle valve in the large opening range, and the torque shock is reduced by temporarily delaying the ignition timing when switching. Deterioration in drivability can also be minimized.
第１図は本発明のクレーム対応図、第２図は実施例のブ
ロック図、第３図は制御動作をあられすフローチャート
、第４図は弁作動角の切換マツプの説明図、第５図は弁
開閉時期制御ｔｌｉ椙の一部切断斜視図、第６図は弁作
動角と発生トルクの関係を示す特性図である。
ＩＡ、ＩＢ・・・吸気弁、５Ａ、５Ｂ・・・立体カム、
１１・・・アクチュエータ、２０・・・絞弁開度センサ
、２１・・・回転数センサ１．２２・・・負荷センサ、
２４・・・弁開閉時期制御機構、２５・・・点火時期制
御機構、２６
・・制御回路。Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a block diagram of the embodiment, Fig. 3 is a flowchart showing the control operation, Fig. 4 is an explanatory diagram of a switching map of the valve operating angle, and Fig. 5 is an illustration of the switching map of the valve operating angle. FIG. 6, which is a partially cutaway perspective view of the valve opening/closing timing control system, is a characteristic diagram showing the relationship between the valve operating angle and the generated torque. IA, IB...Intake valve, 5A, 5B...3D cam,
11... Actuator, 20... Throttle valve opening sensor, 21... Rotation speed sensor 1.22... Load sensor,
24...Valve opening/closing timing control mechanism, 25...Ignition timing control mechanism, 26...Control circuit.
Claims (1)
可変制御する弁開閉時期制御機構と、機関の点火時期を
制御する点火時期制御機構と、機関の運転状態を検出す
る手段と、機関の緩加速と急加速とを判断する手段と、
急加速時には小作動角から大作動角への切換えを発生ト
ルクが略同一の絞弁小開度域で行い、また緩加速時は同
切換えを絞弁大開度域で行いかつ同時に点火時期を一時
的に遅らせる制御手段とを備えたことを特徴とする内燃
機関の弁作動制御装置。a valve opening/closing timing control mechanism that variably controls at least the opening period of the intake valve to a small operating angle and a large operating angle; an ignition timing control mechanism that controls the ignition timing of the engine; and means for detecting the operating state of the engine; a means for determining whether the engine is slowly accelerating or rapidly accelerating;
During sudden acceleration, the switch from a small operating angle to a large operating angle is performed in the small throttle valve opening range where the generated torque is approximately the same, and during slow acceleration, the same switch is performed in the throttle valve large opening range, and at the same time the ignition timing is temporarily changed. 1. A valve operation control device for an internal combustion engine, comprising: a control means for delaying the operation of a valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28097389A JP2562841B2 (en) | 1989-10-27 | 1989-10-27 | Valve operation control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28097389A JP2562841B2 (en) | 1989-10-27 | 1989-10-27 | Valve operation control device for internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03141808A true JPH03141808A (en) | 1991-06-17 |
| JP2562841B2 JP2562841B2 (en) | 1996-12-11 |
Family
ID=17632479
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28097389A Expired - Lifetime JP2562841B2 (en) | 1989-10-27 | 1989-10-27 | Valve operation control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2562841B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8102850B2 (en) | 2007-04-20 | 2012-01-24 | Nec Corporation | Multicast tree design apparatus, method, and program product |
-
1989
- 1989-10-27 JP JP28097389A patent/JP2562841B2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8102850B2 (en) | 2007-04-20 | 2012-01-24 | Nec Corporation | Multicast tree design apparatus, method, and program product |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2562841B2 (en) | 1996-12-11 |
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