JPH0465216B2 - - Google Patents

Description

【発明の詳細な説明】 Ａ 発明の目的 (1) 産業上の利用分野 本発明は、各気筒毎にそれぞれ配設される複数
の異なるカムの油圧切換に応じた選択により各気
筒の吸気弁あるいは排気弁の開閉作動特性を切換
可能な油圧式弁作動特性変更手段と、弁作動以外
の機関の燃焼状態に関連する制御因子を司るべく
各気筒に共通に配設される機関制御用作動手段
と、弁作動特性変更手段および機関制御用作動手
段を制御する制御手段とを有する多気筒内燃機関
に関する。Detailed Description of the Invention A. Object of the Invention (1) Industrial Field of Application The present invention provides a method for controlling the intake valve or A hydraulic valve operating characteristic changing means capable of switching the opening/closing operating characteristic of an exhaust valve; and an engine control operating means commonly disposed in each cylinder to control control factors related to the combustion state of the engine other than valve operation. , relates to a multi-cylinder internal combustion engine having a valve operating characteristic changing means and a control means for controlling an engine control actuation means.

(2) 従来の技術 従来、吸気弁あるいは排気弁の開閉作動特性を
機関の運転状態に応じて切換えるようにした内燃
機関は、たとえば特開昭61−19911号公報により
公知である。(2) Prior Art Conventionally, an internal combustion engine in which the opening/closing characteristics of an intake valve or an exhaust valve are changed according to the operating state of the engine is known, for example, from Japanese Patent Laid-Open No. 19911/1983.

(3) 発明が解決しようとする課題 ところで、上記従来の技術では、吸気弁あるい
は排気弁の開閉作動のみを弁作動特性変更手段に
より機関の運転状態に応じて変化させるようにし
ている。しかるに、機関の燃焼状態は吸気弁ある
いは排気弁の開閉作動特性のみで定まるものでは
なく、点火時期、燃料噴射量、排ガス循環量等の
制御因子を変化させることによつても機関の燃焼
状態が変化するものであり、機関の運転性能およ
び排ガス性能を向上させる観点からは、これらの
制御因子も吸気弁あるいは排気弁の作動特性に対
応させることが望ましい。(3) Problems to be Solved by the Invention Incidentally, in the above-mentioned conventional technology, only the opening/closing operation of the intake valve or the exhaust valve is changed according to the operating state of the engine by the valve operation characteristic changing means. However, the combustion state of an engine is not determined only by the opening/closing characteristics of the intake valve or exhaust valve, but can also be determined by changing control factors such as ignition timing, fuel injection amount, and exhaust gas circulation amount. Therefore, from the viewpoint of improving engine operating performance and exhaust gas performance, it is desirable that these control factors also correspond to the operating characteristics of the intake valve or exhaust valve.

ところが油圧式弁作動特性変更手段では、作動
油の油温等により作動速度が異なる。このため多
気筒内燃機関では、弁作動特性変更手段の作動開
始に同期して他の制御因子も切換制御すると、弁
作動特性変更手段に作動遅れが生じた場合には、
或る気筒では吸気弁あるいは排気弁の作動特性が
機関の低速運転に対応したものとなつているのに
対し、点火時期、燃料噴射量および排ガス循環量
等の他の制御因子が機関の高速運転に対応したも
のとなつてしまうことがあり、吸気弁あるいは排
気弁の作動特性と他の制御因子とが対応しない事
態が生じ得る。 However, in the hydraulic valve operating characteristic changing means, the operating speed varies depending on the temperature of the hydraulic oil and the like. Therefore, in a multi-cylinder internal combustion engine, if other control factors are also switched in synchronization with the start of operation of the valve operating characteristic changing means, if there is a delay in the operation of the valve operating characteristic changing means,
In some cylinders, the operating characteristics of the intake or exhaust valves are adapted to low-speed engine operation, whereas other control factors, such as ignition timing, fuel injection amount, and exhaust gas circulation, correspond to high-speed engine operation. Therefore, a situation may arise where the operating characteristics of the intake valve or exhaust valve do not correspond to other control factors.

本発明は、かかる事情に鑑みてなされたもので
あり、吸気弁あるいは排気弁の作動特性が機関の
運転状態に応じて切換わるのにマツチングさせて
他の制御因子も吸気弁あるいは排気弁の作動特性
に対応するものに切換わるようにして運転性能お
よび排ガス性能等を向上させた多気筒内燃機関を
提供することを目的とする。 The present invention has been made in view of the above circumstances, and the operation characteristics of the intake valve or exhaust valve are changed according to the engine operating state by matching other control factors. It is an object of the present invention to provide a multi-cylinder internal combustion engine that improves driving performance, exhaust gas performance, etc. by switching to one that corresponds to the characteristics.

Ｂ 発明の構成 (1) 課題を解決するための手段 本発明によれば、機関の運転状態に応じて各気
筒毎に吸気弁あるいは排気弁の作動特性を変化さ
せるべく弁作動特性変更手段に接続された制御手
段は、該弁作動特性変更手段を変更作動させる信
号の出力から弁作動特性変更手段の作動速度に関
連する因子に応じて定められる遅延時間経過後に
最初に開弁作動を開始する気筒から、機関制御用
作動手段の出力制御値を弁作動特性変更手段によ
る作動特性変更後に対応した値に順次変更せしめ
るべく構成される。B. Structure of the Invention (1) Means for Solving the Problems According to the present invention, the intake valve or the exhaust valve is connected to a valve operating characteristic changing means to change the operating characteristic of each cylinder in accordance with the operating state of the engine. The controlled control means controls the cylinder in which the valve opening operation is first started after a delay time determined according to a factor related to the operating speed of the valve operating characteristic changing means from the output of the signal for changing the valve operating characteristic changing means. The output control value of the engine control operating means is sequentially changed to a value corresponding to the change in the operating characteristic by the valve operating characteristic changing means.

(2) 作用 上記構成によれば、油圧式弁作動特性変更手段
の作動速度に関連する因子に応じて定められる遅
延時間後に最初に開弁作動する気筒から機関制御
用作動手段が順次切換作動するので、各気筒の吸
気弁あるいは排気弁の作動特性が変更されるのに
同期して、機関制御用作動手段の出力制御値が各
気筒毎にその吸気弁あるいは排気弁の作動特性に
対応したものとなり、吸気弁あるいは排気弁の作
動特性と他の制御因子とがマツチングして機関の
運転状態に最適に適合したものとなつて、運転性
能および排ガス性能等の向上が可能となる。(2) Effect According to the above configuration, the engine control operating means sequentially switches from the cylinder whose valve opens first after a delay time determined according to a factor related to the operating speed of the hydraulic valve operating characteristic changing means. Therefore, in synchronization with the change in the operating characteristics of the intake valve or exhaust valve of each cylinder, the output control value of the engine control operating means is changed to correspond to the operating characteristics of the intake valve or exhaust valve for each cylinder. As a result, the operating characteristics of the intake valve or exhaust valve and other control factors are matched to optimally match the operating conditions of the engine, making it possible to improve operating performance, exhaust gas performance, etc.

(3) 実施例 以下、図面により本発明を４気筒内燃機関に適
用したときの一実施例について説明すると、先ず
第１図および第２図において、４気筒内燃機関に
おける或る気筒で、機関本体Ｅに設けられた一対
の吸気弁１，１は、機関のクランク軸から1/2の
減速比で回転駆動されるカムシヤフト２に一体に
設けられた低速用カム４、高速用カム５および低
速用カム４と、カムシヤフト２と平行なロツカシ
ヤフトに枢支される第１、第２および第３ロツカ
アーム７，８，９と、各ロツカアーム７〜９間に
設けられる弁作動特性変更手段１０との働きによ
り開閉駆動される。(3) Embodiment An embodiment in which the present invention is applied to a four-cylinder internal combustion engine will be explained below with reference to the drawings. First, in FIGS. 1 and 2, the engine body is A pair of intake valves 1, 1 provided in E are connected to a low speed cam 4, a high speed cam 5, and a low speed cam 5, which are integrally provided to a camshaft 2 which is rotationally driven from the engine's crankshaft at a reduction ratio of 1/2. Due to the functions of the cam 4, the first, second and third rocker arms 7, 8, 9 which are pivotally supported by the rocker shaft parallel to the camshaft 2, and the valve operating characteristic changing means 10 provided between the rocker arms 7 to 9. Driven to open and close.

カムシヤフト２は、各気筒に共通にして機関本
体Ｅの上方で回転自在に配設されており、低速用
カム４，４は両吸気弁１，１に対応する位置でカ
ムシヤフト２に一体化され、高速用カム５は両低
速用カム４，４間でカムシヤフト２に一体化され
る。両低速用カム４，４はカムシヤフト２の半径
方向に沿う突出量が比較的小さい高位部４ａと、
ベース円部４ｂとをそれぞれ有する。また高速用
カム５は、カムシヤフト２の半径方向に沿う突出
量を前記高位部４ａよりも大きくするとともにそ
の高位部４ａよりも広い中心角範囲にわたる高位
部５ａと、ベース円部５ｂとを有する。 The camshaft 2 is common to each cylinder and is rotatably disposed above the engine body E, and the low-speed cams 4, 4 are integrated into the camshaft 2 at positions corresponding to both the intake valves 1, 1. The high-speed cam 5 is integrated into the camshaft 2 between the low-speed cams 4, 4. Both low-speed cams 4, 4 have a high portion 4a with a relatively small protrusion amount along the radial direction of the camshaft 2,
and a base circular portion 4b. Further, the high-speed cam 5 has a high-position portion 5a which has a larger protrusion amount along the radial direction of the camshaft 2 than the high-position portion 4a and has a wider center angle range than the high-position portion 4a, and a base circular portion 5b.

ロツカシヤフト６は、各気筒に共通にしてカム
シヤフト２よりも下方で固定配置される。このロ
ツカシヤフト６には、一方の吸気弁１に連動、連
結される第１ロツカアーム７と、他方の吸気弁１
に連動、連結される第３ロツカアーム９と、第１
および第３ロツカアーム７，９間に配置される第
２ロツカアーム８とが相互に隣接してそれぞれ枢
支される。また第１ロツカアーム７の上部には低
速用カム４に摺接するカムスリツパ１１が設けら
れ、第２ロツカアーム８の上部には高速用カム５
に摺接するカムスリツパ１２が設けられ、第３ロ
ツカアーム８の上部には低速用カム４に摺接する
カムスリツパ１３が設けられる。 The rocker shaft 6 is fixedly arranged below the camshaft 2 in common to each cylinder. This rocker shaft 6 includes a first rocker arm 7 that is interlocked and connected to one intake valve 1, and a first rocker arm 7 that is interlocked and connected to one intake valve 1.
The third rocker arm 9 is interlocked and connected to the first rocker arm 9, and the first
and a second rocker arm 8 disposed between the third rocker arms 7 and 9 are mutually adjacent and pivotally supported. Further, a cam slipper 11 is provided on the upper part of the first rocker arm 7 and slides on the low speed cam 4, and a cam slipper 11 is provided on the upper part of the second rocker arm 8.
A cam slipper 12 is provided in sliding contact with the third rocker arm 8, and a cam slipper 13 is provided in the upper part of the third rocker arm 8 to make sliding contact with the low speed cam 4.

一方、両吸気弁１，１の上部には鍔部１４がそ
れぞれ設けられており、これらの鍔部１４と機関
本体Ｅとの間には弁ばね１５がそれぞれ介装さ
れ、各吸気弁１，１は閉弁方向すなわち上方に向
けて付勢される。また第１および第３ロツカアー
ム７，９の先端には、吸気弁１の上端に当接し得
るタペツトねじ１６が進退可能にそれぞれ螺着さ
れる。 On the other hand, a flange 14 is provided on the upper part of both the intake valves 1, 1, and a valve spring 15 is interposed between the flange 14 and the engine body E. 1 is biased toward the valve closing direction, that is, upward. Furthermore, tappet screws 16 that can come into contact with the upper end of the intake valve 1 are screwed into the tips of the first and third rocker arms 7 and 9 so as to be movable forward and backward.

第３図を併せて参照して、第２ロツカアーム８
は、ロツカシヤフト６から両吸気弁１，１側にわ
ずかに延出されており、この第２ロツカアーム８
は、機関本体Ｅとの間に設けた弾発付勢手段１９
により高速用カム５に摺接する方向に弾発付勢さ
れる。 Referring also to FIG. 3, the second rocker arm 8
is slightly extended from the lock shaft 6 toward both intake valves 1, 1, and this second lock shaft arm 8
is a spring biasing means 19 provided between the engine body E
is elastically biased in the direction of sliding contact with the high-speed cam 5.

弾発付勢手段１９は、閉塞端を第２ロツカアー
ム８に当接させた有底円筒状のリフタ２０と、リ
フタ２０および機関本体Ｅ間に介装されるリフタ
ばね２１とを備え、リフタ２０は機関本体Ｅに穿
設した有底穴２２に摺動可能に嵌合される。 The spring biasing means 19 includes a bottomed cylindrical lifter 20 whose closed end is in contact with the second rocker arm 8, and a lifter spring 21 interposed between the lifter 20 and the engine body E. is slidably fitted into a bottomed hole 22 bored in the engine body E.

第４図において、各気筒の各ロツカアーム７〜
９間には、それらの連結および連結解除を切換可
能にして吸気弁１，１の作動態様を変更するため
の弁作動特性変更手段１０が設けられる。 In FIG. 4, each rocker arm 7~ of each cylinder
A valve operation characteristic changing means 10 is provided between the intake valves 9 and 9 for changing the operation mode of the intake valves 1, 1 by switching between connection and disconnection thereof.

弁作動特性変更手段１０は、第３および第２ロ
ツカアーム９，８間を連結し得る第１切換ピン２
３と、第２および第１ロツカアーム８，７間を連
結し得る第２切換ピン２４と、第１および第２切
換ピン２３，２４の移動を規制する第３切換ピン
２５と、各切換ピン２３〜２５を連結解除側に付
勢する戻しばね２６とを備える。 The valve operating characteristic changing means 10 includes a first switching pin 2 that can connect the third and second rocker arms 9 and 8.
3, a second switching pin 24 that can connect between the second and first rocker arms 8, 7, a third switching pin 25 that restricts movement of the first and second switching pins 23, 24, and each switching pin 23. - 25 toward the disconnection side.

第３ロツカアーム９には、ロツカシヤフト６と
平行な有底のガイド穴２７がその開放端を第２ロ
ツカアーム８側にして穿設されており、このガイ
ド穴２７には第１切換ピン２３が摺動可能に嵌合
され、第１切換ピン２３とガイド穴２７の閉塞端
との間に油圧室２９が画成される。また第３ロツ
カアーム９には、油圧室２９に連通する連通路３
０が穿設され、ロツカシヤフト６内には油圧供給
路３１が穿設される。しかも連通路３０および油
圧供給路３１は、ロツカシヤフト６の側壁に穿設
した連通孔３２を介して、第３ロツカアーム９の
揺動状態に拘らず常時連通する。 A bottomed guide hole 27 parallel to the rocker shaft 6 is bored in the third rocker arm 9 with its open end facing the second rocker arm 8, and the first switching pin 23 slides into this guide hole 27. A hydraulic chamber 29 is defined between the first switching pin 23 and the closed end of the guide hole 27 . Further, the third rocker arm 9 includes a communication passage 3 that communicates with the hydraulic chamber 29.
0 is bored, and a hydraulic pressure supply path 31 is bored inside the rocker shaft 6. Furthermore, the communication passage 30 and the hydraulic pressure supply passage 31 are always in communication through a communication hole 32 formed in the side wall of the rocker shaft 6 regardless of the swinging state of the third rocker arm 9.

第２ロツカアーム８には、前記ガイド穴２７に
対応する同一径のガイド孔３３がその両側面間に
わたつてロツカシヤフト６と平行に穿設され、こ
のガイド孔３３には第２切換ピン２４が摺動可能
に嵌合される。 A guide hole 33 having the same diameter corresponding to the guide hole 27 is bored in the second rocker arm 8 in parallel with the rocker shaft 6 between both sides thereof, and the second switching pin 24 slides into the guide hole 33. are movably fitted.

第１ロツカアーム７には、前記ガイド孔３３に
対応する同一径の有底ガイド穴３４がロツカシヤ
フト６と平行にかつ開放端を第２ロツカアーム８
側にして穿設され、このガイド穴３４に第３切換
ピン２５が摺動可能に嵌合される。しかも第３切
換ピン２５に同軸に連設した軸部３６がガイド穴
３４の閉塞端に穿設した案内孔３７に移動自在に
挿通される。また戻しばね２６は、軸部３６を囲
繞してガイド穴３４の閉塞端および第３切換ピン
２５間に介装され、この戻しばね２６により相互
に当接した各切換ピン２３〜２５が連結解除側す
なわち油圧室２９側に付勢される。 The first rocker arm 7 has a bottomed guide hole 34 having the same diameter that corresponds to the guide hole 33 and is parallel to the rocker shaft 6 and has an open end connected to the second rocker arm 8.
The third switching pin 25 is slidably fitted into the guide hole 34 . Moreover, a shaft portion 36 coaxially connected to the third switching pin 25 is movably inserted into a guide hole 37 formed at the closed end of the guide hole 34 . The return spring 26 surrounds the shaft portion 36 and is interposed between the closed end of the guide hole 34 and the third switching pin 25, and the return spring 26 releases the switching pins 23 to 25 that are in contact with each other. ie, toward the hydraulic chamber 29 side.

油圧室２９に供給される油圧を解放したときに
は、各切換ピン２３〜２５は戻しばね２６のばね
力により連結解除側に移動しており、この状態で
は第１および第２切換ピン２３，２４の当接面は
第３および第２ロツカアーム９，８間にあり、第
２および第３切換ピン２４，２５の当接面は第２
および第１ロツカアーム８，７間にあり、各ロツ
カアーム７〜９は連結されていない。また油圧室
２９に高油圧を供給したときには、各切換ピン２
３〜２５は戻しばね２６のばね力に抗して油圧室
２９から離反する方向に移動し、第１切換ピン２
３がガイド孔３３に嵌合し、第２切換ピン２４が
ガイド穴３４に嵌合して各ロツカアーム７〜９が
連結される。 When the hydraulic pressure supplied to the hydraulic chamber 29 is released, each of the switching pins 23 to 25 has moved toward the disconnection side by the spring force of the return spring 26, and in this state, the first and second switching pins 23 and 24 are The abutment surface is between the third and second rocker arms 9, 8, and the abutment surface of the second and third switching pins 24, 25 is between the second and second rocker arms 9, 8.
and between the first rocker arms 8 and 7, and the rocker arms 7 to 9 are not connected. Furthermore, when high hydraulic pressure is supplied to the hydraulic chamber 29, each switching pin 2
3 to 25 move in a direction away from the hydraulic chamber 29 against the spring force of the return spring 26, and the first switching pin 2
3 fits into the guide hole 33, and the second switching pin 24 fits into the guide hole 34, thereby connecting the rocker arms 7 to 9.

ロツカシヤフト６内の油圧供給路３１は、ソレ
ノイド４０の励磁および消磁により開弁状態およ
び閉弁状態を切換える制御弁４１を介して油圧供
給源４２に接続される。この制御弁４１が開弁す
ると弁作動特性変更手段１０の油圧室２９に高油
圧が供給され、閉弁すると油圧室２９の油圧が解
放される。このようにして各気筒の弁作動特性変
更手段１０の油圧室２９には、油圧供給路３１か
ら同時に油圧が供給されたり、油圧が解放された
りし、各弁作動特性変更手段１０は同時に切換作
動する。 The hydraulic pressure supply path 31 in the rock shaft 6 is connected to a hydraulic pressure supply source 42 via a control valve 41 that switches between an open state and a closed state by energizing and demagnetizing a solenoid 40 . When the control valve 41 opens, high hydraulic pressure is supplied to the hydraulic chamber 29 of the valve operating characteristic changing means 10, and when the control valve 41 closes, the hydraulic pressure in the hydraulic chamber 29 is released. In this way, hydraulic pressure is simultaneously supplied to and released from the hydraulic pressure supply path 31 to the hydraulic chamber 29 of the valve operating characteristic changing means 10 of each cylinder, and each valve operating characteristic changing means 10 simultaneously performs the switching operation. do.

前記ソレノイド４０はコンピユータ等の制御手
段４３により励磁および消磁を切換えられるもの
であり、この制御手段４３は、機関の回転数を検
出する回転数検出器４４から入力される回転数が
設定値を超えると前記制御弁４１を開弁する。ま
た制御手段４３には、吸気負圧を検出する検出器
４７および機関温度を検出する検出器４８、油温
を検出する検出器４９等が接続される。 The solenoid 40 can be switched between excitation and demagnetization by a control means 43 such as a computer, and this control means 43 controls when the rotation speed input from a rotation speed detector 44 that detects the engine rotation speed exceeds a set value. and the control valve 41 is opened. Also connected to the control means 43 are a detector 47 for detecting intake negative pressure, a detector 48 for detecting engine temperature, a detector 49 for detecting oil temperature, and the like.

またこの内燃機関には、吸気弁１，１の作動以
外の機関の燃焼状態に関連する制御因子を司る機
関制御用作動手段として点火時期を定めるための
電子式進角手段５０、燃料噴射量を定めるための
電子式燃料噴射手段５１および排ガス循環量を定
めるための電子式排ガス循環手段５２が備えられ
ており、各手段５０，５１，５２も制御手段４３
により制御される。しかも制御手段４３には、点
火時期、燃料噴射量および排ガス循環量を機関回
転数および吸気負圧に応じて定めたマツプが、機
関の低速運転時と機関の高速運転時との２種類そ
れぞれ準備されており、該弁作動特性変更手段１
０を変更作動させる信号の出力から弁作動特性変
更手段１０の作動速度に関連する因子たとえば作
動油の油温に応じて定められる遅延時間Ｔ経過後
に最初に開弁作動を開始する気筒から、電子式進
角手段５０、電子式燃料噴射手段５１および電子
式排ガス循環手段５２の出力制御値が制御手段４
３により弁作動特性変更手段１０による弁特性変
更後の値に順次切換制御される。すなわちソレノ
イド４０を消磁あるいは励磁するための信号を出
力してから遅延時間Ｔが経過した後に吸気弁１，
１が、最初に開弁作動を開始する気筒からその点
火時期、燃料噴射量および排ガス循環量が制御手
段４３により、弁作動特性変更手段１０による特
性変更後の吸気弁１，１の作動特性に対応した制
御値に順次制御されることになる。 This internal combustion engine also includes electronic advance means 50 for determining the ignition timing and a fuel injection amount as an engine control operation means that controls control factors related to the combustion state of the engine other than the operation of the intake valves 1, 1. An electronic fuel injection means 51 for determining an exhaust gas circulation amount and an electronic exhaust gas circulation means 52 for determining an exhaust gas circulation amount are provided, and each means 50, 51, 52 is also controlled by a control means 43.
controlled by Moreover, the control means 43 has two types of maps that determine the ignition timing, fuel injection amount, and exhaust gas circulation amount depending on the engine speed and intake negative pressure, one for low-speed engine operation and one for high-speed engine operation. The valve operating characteristic changing means 1
Factors related to the operating speed of the valve operating characteristic changing means 10 from the output of the signal for changing 0, for example, from the cylinder that starts the valve opening operation first after the delay time T determined according to the oil temperature of the hydraulic oil. The output control values of the type advance means 50, the electronic fuel injection means 51, and the electronic exhaust gas circulation means 52 are controlled by the control means 4.
3, the valve characteristics are sequentially switched to the values after the valve characteristics have been changed by the valve operating characteristics changing means 10. That is, after the delay time T has elapsed since the output of the signal for demagnetizing or energizing the solenoid 40, the intake valve 1
1, the ignition timing, fuel injection amount, and exhaust gas circulation amount from the cylinder that first starts the valve opening operation are controlled by the control means 43 to the operating characteristics of the intake valves 1, 1 after the characteristics have been changed by the valve operating characteristics changing means 10. The control values will be sequentially controlled to the corresponding control values.

次にこの実施例の使用について説明すると、機
関の回転数が設定値以下のときには、制御手段４
３はソレノイド４０を消磁するための信号を出力
する。ソレノイド４０が消磁されているときには
制御弁４１が閉弁して油圧室２９の油圧が解放さ
れているので、弁作動特性変更手段１０は連結解
除状態にあり、吸気弁１，１は低速用カム４，４
の形状に応じたタイミングおよびリフト量で開閉
作動する。 Next, to explain the use of this embodiment, when the engine speed is below the set value, the control means 4
3 outputs a signal for demagnetizing the solenoid 40. When the solenoid 40 is demagnetized, the control valve 41 is closed and the hydraulic pressure in the hydraulic chamber 29 is released, so the valve operating characteristic changing means 10 is in a disconnected state, and the intake valves 1, 1 are connected to the low speed cam. 4,4
It opens and closes with timing and lift amount depending on the shape of the door.

機関の回転数が設定値を超えると、制御手段４
３はソレノイド４０を励磁する信号を出力し、こ
れにより制御弁４１が開弁する。したがつて油圧
室２９に高油圧が供給され、弁作動特性変更手段
１０は連結状態に切換わり、角ロツカアーム７〜
９が連結される。したがつて吸気弁１，１は高速
用カム５の形状に応じたタイミングおよびリフト
量で開閉作動する。 When the engine speed exceeds the set value, the control means 4
3 outputs a signal that excites the solenoid 40, thereby opening the control valve 41. Therefore, high hydraulic pressure is supplied to the hydraulic chamber 29, the valve operating characteristic changing means 10 is switched to the connected state, and the square rocker arms 7 to
9 are connected. Therefore, the intake valves 1, 1 are opened and closed at timing and lift amount depending on the shape of the high-speed cam 5.

このような吸気弁１，１の開閉作動特性の変化
に対して、点火時期および燃料噴射量は第５図で
示すように変化する。この第５図において吸気弁
１，１の低速運転に対応した作動特性での開弁時
期はVl、高速運転に対応した作動特性での開弁
時期はVhで示され、点火時期は低速運転に対応
した点火パルスがIl、高速運転に対応した点火パ
ルスがIhで示され、図示しない燃料噴射弁の低速
運転に対応した開弁時期はFl、高速運転に対応し
た開弁時期はFhで示されるものである。ここで、
各気筒の吸気弁１，１が低速運転に対応した状態
における第１気筒の吸気弁１，１の開弁開始時に
対応した時期Ｐに各弁作動特性変更手段１０を連
結状態に作動せしめるべくソレノイド４０を励磁
するための信号を制御手段４３から出力した場合
を想定する。 In response to such changes in the opening/closing operation characteristics of the intake valves 1, 1, the ignition timing and fuel injection amount change as shown in FIG. In Fig. 5, the opening timing of the intake valves 1, 1 with operating characteristics corresponding to low-speed operation is indicated by Vl, the valve-opening timing with operating characteristics corresponding to high-speed operation is indicated by Vh, and the ignition timing is indicated by low-speed operation. The corresponding ignition pulse is indicated by Il, the ignition pulse corresponding to high-speed operation is indicated by Ih, the valve-opening timing corresponding to low-speed operation of the fuel injection valve (not shown) is indicated by Fl, and the valve-opening timing corresponding to high-speed operation is indicated by Fh. It is something. here,
A solenoid is used to operate each valve operating characteristic changing means 10 to a connected state at a time P corresponding to when the intake valves 1, 1 of the first cylinder start opening when the intake valves 1, 1 of each cylinder are in a state corresponding to low-speed operation. Assume that the control means 43 outputs a signal for exciting the 40.

ソレノイド４０を励磁させるための信号を制御
手段４３が出力するのに応じて油圧供給路３１に
は高油圧が供給され、油圧室２９にも高油圧が供
給されて各弁作動特性変更手段１０は連結作動を
開始するが、その作動速度は作動油の粘度に応じ
て左右される。而して、各弁作動特性変更手段１
０による吸気弁１，１の作動特性の切換が終了す
る前に、第３気筒では低速運転に対応した作動特
性で吸気弁１，１が開閉作動することがある。そ
こで、制御手段４３では、弁作動特性変更手段１
０による切換作動が終了する時間に対応して油温
に応じて定められる遅延時間Ｔが経過した後に吸
気弁１，１の開閉作動が最初に開始される気筒す
なわち第４気筒から、点火時期および燃料噴射量
を高速運転に対応した値に切換制御する。このよ
うにして或る気筒（第５図では第４気筒）の吸気
弁１，１の作動が機関の運転状態に応じて変更さ
せられるのに応じて、その気筒から順次、点火時
期、燃料噴射量が機関の運転状態に対応したもの
に制御され、機関の運転性能および排ガス性能を
向上することができる。尚、第５図で図示はしな
いが、排ガス循環量も前記点火時期および燃料噴
射量と同様に制御されるものである。 In response to the control means 43 outputting a signal for exciting the solenoid 40, high oil pressure is supplied to the oil pressure supply path 31, high oil pressure is also supplied to the oil pressure chamber 29, and each valve operating characteristic changing means 10 changes. The connection operation starts, and the operation speed depends on the viscosity of the hydraulic fluid. Therefore, each valve operating characteristic changing means 1
Before the switching of the operating characteristics of the intake valves 1, 1 by 0 is completed, the intake valves 1, 1 may open and close in the third cylinder with operating characteristics corresponding to low-speed operation. Therefore, in the control means 43, the valve operating characteristic changing means 1
The ignition timing and The fuel injection amount is switched and controlled to a value compatible with high-speed operation. In this way, as the operation of the intake valves 1, 1 of a certain cylinder (the fourth cylinder in FIG. 5) is changed according to the operating state of the engine, the ignition timing and fuel injection are sequentially adjusted starting from that cylinder. The amount is controlled to correspond to the operating state of the engine, and the operating performance and exhaust gas performance of the engine can be improved. Although not shown in FIG. 5, the amount of exhaust gas circulation is also controlled in the same way as the ignition timing and fuel injection amount.

以上の実施例では、吸気弁の動弁装置について
説明したが、排気弁の動弁装置についても本発明
を適用することができる。また本発明によれば、
弁作動以外の制御因子としての点火時期、燃料噴
射量および排ガス循環量の少なくとも１つを制御
手段４３で制御するようにすればよい。 In the above embodiments, a valve operating device for an intake valve has been described, but the present invention can also be applied to a valve operating device for an exhaust valve. Further, according to the present invention,
The control means 43 may control at least one of ignition timing, fuel injection amount, and exhaust gas circulation amount as control factors other than valve operation.

Ｃ 発明の効果 以上のように本発明によれば、機関の運転状態
に応じて各気筒毎に吸気弁あるいは排気弁の作動
特性を変化させるべく弁作動特性変更手段に接続
された制御手段は、該弁作動特性変更手段を変更
作動させる信号の出力から弁作動特性変更手段の
作動速度に関連する因子に応じて定められる遅延
時間経過後に最初に開弁作動を開始する気筒か
ら、機関制御用作動手段の出力制御値を弁作動特
性変更手段による作動特性変更後に対応した値に
順次変更せしめるべく構成されるので、各気筒の
弁の作動特性と、弁作動以外の制御因子とをマツ
チングさせながら機関の運転状態に適合したもの
とすることができ、運転性能および排ガス性能等
を確実に向上することができる。C. Effects of the Invention As described above, according to the present invention, the control means connected to the valve operation characteristic changing means to change the operation characteristics of the intake valve or exhaust valve for each cylinder according to the operating state of the engine, After a delay time determined according to factors related to the operating speed of the valve operating characteristic changing means from the output of the signal for changing the valve operating characteristic changing means, the engine control operation is performed from the cylinder that starts the valve opening operation first. Since the output control value of the means is configured to be sequentially changed to a value corresponding to the change in the operating characteristic by the valve operating characteristic changing means, the engine is controlled while matching the operating characteristic of the valve of each cylinder with control factors other than valve operation. The system can be adapted to the operating conditions of the vehicle, and the operating performance, exhaust gas performance, etc. can be reliably improved.

【図面の簡単な説明】[Brief explanation of drawings]

図面は本発明の一実施例を示すものであり、第
１図は動弁装置の平面図、第２図は第１図の−
線断面図、第３図は第１図の−線断面図、
第４図は第２図の−線断面図、第５図は切換
タイミングを示す図である。 １……吸気弁、１０……弁作動特性変更手段、
４３……制御手段、５０……機関制御用作動手段
としての電子式進角手段、５１……機関制御用作
動手段としての電子式燃料噴射手段、５２……機
関制御作動手段としての電子式排ガス循環手段。 The drawings show one embodiment of the present invention, and FIG. 1 is a plan view of a valve train, and FIG.
A line sectional view, Figure 3 is a - line sectional view of Figure 1,
FIG. 4 is a sectional view taken along the line -- in FIG. 2, and FIG. 5 is a diagram showing switching timing. 1... Intake valve, 10... Valve operation characteristic changing means,
43...control means, 50...electronic advance means as actuation means for engine control, 51...electronic fuel injection means as actuation means for engine control, 52...electronic exhaust gas as actuation means for engine control circulation means.

Claims (1)

【特許請求の範囲】[Claims] １ 各気筒毎にそれぞれ配設される複数の異なる
カム４，５の油圧切換に応じた選択により各気筒
の吸気弁１あるいは排気弁の開閉作動特性を切換
可能な油圧式弁作動特性変更手段１０と、弁作動
以外の機関の燃焼状態に関連する制御因子を司る
べく各気筒に共通に配設される機関制御用作動手
段５０，５１，５２と、弁作動特性変更手段１０
および機関制御用作動手段５０〜５２を制御する
制御手段４３とを有する多気筒内燃機関におい
て、機関の運転状態に応じて各気筒毎に吸気弁１
あるいは排気弁の作動特性を変化させるべく弁作
動特性変更手段１０に接続された制御手段４３
は、該弁作動特性変更手段１０を変更作動させる
信号の出力から弁作動特性変更手段１０の作動速
度に関連する因子に応じて定められる遅延時間Ｔ
経過後に最初に開弁作動を開始する気筒から、機
関制御用作動手段５０〜５２の出力制御値を弁作
動特性変更手段１０による作動特性変更後に対応
した値に順次変更せしめるべく構成されることを
特徴とする多気筒内燃機関。1 Hydraulic valve operating characteristic changing means 10 capable of switching the opening/closing operating characteristic of the intake valve 1 or exhaust valve of each cylinder by selecting according to the hydraulic pressure switching of a plurality of different cams 4 and 5 arranged for each cylinder. , engine control actuating means 50, 51, 52 commonly disposed in each cylinder to control control factors related to the combustion state of the engine other than valve actuation, and valve actuation characteristic changing means 10.
and a control means 43 for controlling the engine control operating means 50 to 52.
Alternatively, a control means 43 connected to the valve operating characteristic changing means 10 to change the operating characteristics of the exhaust valve.
is a delay time T determined according to a factor related to the operating speed of the valve operating characteristic changing means 10 from the output of the signal for changing the valve operating characteristic changing means 10.
The output control value of the engine control actuating means 50 to 52 is sequentially changed to a value corresponding to the change in the operating characteristic by the valve operating characteristic changing means 10, starting from the cylinder that starts the valve opening operation first after the lapse of time. Features a multi-cylinder internal combustion engine.