JPH0513923Y2 - - Google Patents
Info
- Publication number
- JPH0513923Y2 JPH0513923Y2 JP1986106723U JP10672386U JPH0513923Y2 JP H0513923 Y2 JPH0513923 Y2 JP H0513923Y2 JP 1986106723 U JP1986106723 U JP 1986106723U JP 10672386 U JP10672386 U JP 10672386U JP H0513923 Y2 JPH0513923 Y2 JP H0513923Y2
- Authority
- JP
- Japan
- Prior art keywords
- valve
- exhaust
- intake
- exhaust valve
- intake valve
- 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.)
- Expired - Lifetime
Links
- 238000002485 combustion reaction Methods 0.000 claims description 13
- 238000001514 detection method Methods 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 2
- 230000007423 decrease Effects 0.000 description 1
Landscapes
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Description
【考案の詳細な説明】
＜産業上の利用分野＞
本考案は内燃機関の吸・排気弁装置に関し、特
に排気還流技術の改善に関する。[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to an intake/exhaust valve device for an internal combustion engine, and particularly relates to an improvement in exhaust gas recirculation technology.
＜従来の技術＞
従来の内燃機関においては、第８図に示すよう
に、吸気弁の開弁時期と排気弁の閉弁時期とをオ
ーバラツプさせて吸・排気弁を開閉動作させるよ
うにしている。また、機関排気通路と吸気通路と
を排気還流通路により連通接続し、機関運転状態
に応じて排気還流制御弁により排気を吸気通路に
還流させるようにしてる（実開昭57−139657号公
報参照）。<Prior art> In a conventional internal combustion engine, as shown in FIG. 8, the intake and exhaust valves are opened and closed by overlapping the opening timing of the intake valve and the closing timing of the exhaust valve. . In addition, the engine exhaust passage and the intake passage are connected to each other through an exhaust recirculation passage, and the exhaust gas is recirculated to the intake passage by an exhaust recirculation control valve depending on the engine operating condition (see Japanese Utility Model Publication No. 139657/1983). .
＜考案が解決しようとする問題点＞
しかしながら、このような従来の内燃機関にお
いては、排気通路と吸気通路とを機関の外部にて
排気還流通路により連通接続すると共に排気還流
通路に排気還流制御弁を介装する必要があり、そ
れらのスペースがエンジンルーム内を大きく占有
するという不具合があつた。<Problems to be solved by the invention> However, in such conventional internal combustion engines, the exhaust passage and the intake passage are connected to each other by an exhaust recirculation passage outside the engine, and an exhaust recirculation control valve is installed in the exhaust recirculation passage. There was a problem in that the space required for these took up a large amount of the engine room.
本考案は、このような実状に鑑みてなされたも
ので、排気還流を可能にしつつ装置の小型化を図
れる内燃機関の吸・排気弁装置を提供することを
目的とする。 The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide an intake/exhaust valve device for an internal combustion engine that can reduce the size of the device while allowing exhaust gas recirculation.
＜問題点を解決するための手段＞
このため、本考案は第１図に示すように、吸気
弁Ａの開弁時期と排気弁Ｂの閉弁時期を夫々変化
させる弁駆動装置Ｃと、機関運転状態を検出する
運転状態検出手段Ｄと、検出された運転状態が所
定運転領域のときに前記排気弁Ｂを上死点前に閉
弁させる一方前記吸気弁Ａを上死点後に開弁させ
るべく前記弁駆動装置Ｃを制御する制御手段Ｅ
と、を備えるようにした。<Means for Solving the Problems> Therefore, as shown in FIG. an operating state detection means D for detecting an operating state; and when the detected operating state is in a predetermined operating range, the exhaust valve B is closed before the top dead center, and the intake valve A is opened after the top dead center. a control means E for controlling the valve driving device C;
I tried to prepare for this.
＜作用＞
このようにして、所定運転領域のときに、排気
弁を上死点より早い時期に閉弁させ、排気の一部
を燃焼室に残留させ、その排気と吸気行程の吸気
とを混合させるようにしたものである。<Operation> In this way, in a predetermined operating range, the exhaust valve is closed earlier than top dead center, a part of the exhaust remains in the combustion chamber, and the exhaust is mixed with the intake air of the intake stroke. It was designed to let you do so.
＜実施例＞
以下に、本考案の一実施例を第２図〜第７図に
基づいて説明する。<Example> An example of the present invention will be described below based on FIGS. 2 to 7.
図において、機関１の各気筒には吸気弁（図示
せず）と排気弁（図示せず）とが夫々設けられ、
各吸気弁は吸気弁用カム軸２に取付けられたカム
（図示せず）により開閉駆動され、各排気弁は排
気弁用カム軸３に取付けられたカム（図示せず）
により開閉駆動されるようになつている。 In the figure, each cylinder of the engine 1 is provided with an intake valve (not shown) and an exhaust valve (not shown), respectively.
Each intake valve is driven to open and close by a cam (not shown) attached to the intake valve camshaft 2, and each exhaust valve is driven to open and close by a cam (not shown) attached to the exhaust valve camshaft 3.
It is designed to be driven to open and close by.
前記吸気弁用カム軸２と排気弁用カム軸３の端
部には吸気弁用カムギヤ４と排気弁用カムギヤ５
とが夫々取付けられている。これら吸気弁用及び
排気弁用カムギヤ４，５にはアイドラギヤ６が噛
合されており、このアイドラギヤ６により吸気弁
用及び排気弁用カムギヤ４，５が回転駆動される
ようになつている。 An intake valve cam gear 4 and an exhaust valve cam gear 5 are provided at the ends of the intake valve camshaft 2 and the exhaust valve camshaft 3.
are installed respectively. An idler gear 6 is meshed with these intake valve and exhaust valve cam gears 4 and 5, and the idler gear 6 rotationally drives the intake valve and exhaust valve cam gears 4 and 5.
また、クランク軸（図示せず）の端部に取付け
られたクランク軸用プーリ７，フアンプーリ８及
びテンシヨンプーリ９にベルト１０が巻回されて
いる。前記フアンプーリ８にはギヤ８ａが取付け
られ、このギヤ８ａが前記アイドラギヤ６に噛合
されている。そして、クランク軸の回転に同期し
て吸気弁用及び排気弁用カムギヤ４，５が回転駆
動され、吸気弁及び排気弁の開閉動作が行われる
ようになつている。 Further, a belt 10 is wound around a crankshaft pulley 7, a fan pulley 8, and a tension pulley 9, which are attached to the end of a crankshaft (not shown). A gear 8a is attached to the fan pulley 8, and this gear 8a meshes with the idler gear 6. The intake valve and exhaust valve cam gears 4 and 5 are rotationally driven in synchronization with the rotation of the crankshaft, thereby opening and closing the intake valve and the exhaust valve.
前記吸気弁用カム軸２には弁駆動装置としての
ステツピングモータ等からなる第１アクチユエー
タ１１が設けられている。そして、この第１アク
チユエータ１１により吸気弁用カム軸２をその軸
回に回動させて吸気弁用カム軸２と吸気弁用カム
ギヤ４との位相をずらし、吸気弁の開閉時期を変
化させるようになつている。 The intake valve camshaft 2 is provided with a first actuator 11 such as a stepping motor as a valve driving device. Then, the first actuator 11 rotates the intake valve camshaft 2 in its rotational direction to shift the phase between the intake valve camshaft 2 and the intake valve cam gear 4, thereby changing the opening/closing timing of the intake valve. It's getting old.
前記排気弁用カム軸３には弁駆動装置としての
ステツピングモータ等からなる第２アクチユエー
タ１２が設けられている。そして、この第２アク
チユエータ１２により排気弁用カム軸３をその軸
回りに回動させて排気弁用カム軸３と排気弁用カ
ムギヤ５との位相をずらし、排気弁の開閉時期を
変化させるようになつている。 The exhaust valve camshaft 3 is provided with a second actuator 12 such as a stepping motor serving as a valve driving device. The second actuator 12 rotates the exhaust valve camshaft 3 about its axis to shift the phase between the exhaust valve camshaft 3 and the exhaust valve cam gear 5, thereby changing the opening/closing timing of the exhaust valve. It's getting old.
また、制御手段としてのマイクロコンピユータ
等からなる制御装置１３には、アクセル開度を検
出するアクセル開度センサ１４と、機関回転速度
を検出する回転速度センサ１５とから、検出信号
が入力されている。 In addition, detection signals are inputted to the control device 13, which is composed of a microcomputer or the like as a control means, from an accelerator opening sensor 14 that detects the accelerator opening, and a rotational speed sensor 15 that detects the engine rotational speed. .
制御装置１３は、第４図のフローチヤートに従
つて動作し、第１及び第２アクチユエータ１１，
１２に夫々制御信号を出力するようになつてい
る。 The control device 13 operates according to the flowchart in FIG. 4, and controls the first and second actuators 11,
12, respectively, to output control signals.
ここでは、アクセル開度センサ１４と回転速度
センサ１５とにより運転状態検出手段が構成され
る。 Here, the accelerator opening sensor 14 and the rotational speed sensor 15 constitute driving state detection means.
次に作用を第４図のフローチヤートに従つて説
明する。 Next, the operation will be explained according to the flowchart shown in FIG.
Ｓ１では検出されたアクセル開度と機関回転速
度とを読込む。 In S1, the detected accelerator opening degree and engine rotational speed are read.
Ｓ２では検出されたアクセル開度と機関回転速
度とに基づいて吸気弁用マツプから吸気弁の開弁
時期を検索する。ここで、吸気弁の開弁時期は、
大アクセル開度では第６図中実線示の如く上死点
より早くなるように設定され、アクセル開度が小
さくなるに従つて徐々に遅くなるように設定さ
れ、かつ小アクセル開度では第６図中破線示の如
く上死点より遅くなるように設定されている。 In S2, the opening timing of the intake valve is searched from the intake valve map based on the detected accelerator opening degree and engine rotational speed. Here, the opening timing of the intake valve is
At large accelerator openings, it is set to be earlier than the top dead center as shown by the solid line in Figure 6, and as the accelerator opening becomes smaller, it is set to gradually become slower. As shown by the broken line in the figure, it is set to be slower than the top dead center.
Ｓ３では検出されたアクセル開度と機関回転数
とに基づいて排気弁用マツプから排気弁の閉弁時
期を検索する。ここで、排気弁の閉弁時期は、大
アクセル開度では第６図中実線示の如く上死点よ
り遅くなるように設定され、アクセル開度が小さ
くなるに従つて徐々に早くなるように設定され、
かつ小アクセル開度では第６図中破線示の如く上
死点より早くなるように設定されている。 In S3, the exhaust valve closing timing is searched from the exhaust valve map based on the detected accelerator opening degree and engine speed. Here, the closing timing of the exhaust valve is set to be later than top dead center when the accelerator opening is large, as shown by the solid line in Figure 6, and gradually becomes earlier as the accelerator opening becomes smaller. set,
In addition, at a small accelerator opening degree, as shown by the broken line in FIG. 6, it is set to be earlier than the top dead center.
Ｓ４では、検索された吸気弁の開弁時期と排気
弁の閉弁時期とに基づいて第１及び第２アクチユ
エータ１１，１２を作動させて吸気弁及び排気弁
用カム軸２，３を吸気弁用及び排気弁用カムギヤ
４，５に対し相対回転させる。 In S4, the first and second actuators 11 and 12 are operated based on the retrieved intake valve opening timing and exhaust valve closing timing to move the intake valve and exhaust valve camshafts 2 and 3 to the intake valve. The cam gears 4 and 5 are rotated relative to the cam gears 4 and 5 for use and exhaust valves.
したがつて、アクセル開度が所定値α0以上の領
域では、第５図に示すように吸気弁と排気弁とが
共に開弁するバルブオーバラツプ領域となり、か
つアクセル開度の増大に伴つてそのバルブオーバ
ラツプ量も増加するようになる。また、このバル
ブオーバラツプ領域では第６図中実線示の如く吸
気弁は上死点前に開弁し、排気弁は上死点後に閉
弁するようになる。 Therefore, in a region where the accelerator opening is equal to or greater than a predetermined value α 0 , there is a valve overlap region where both the intake valve and the exhaust valve open as shown in FIG. 5, and as the accelerator opening increases, As a result, the amount of valve overlap also increases. Further, in this valve overlap region, as shown by the solid line in FIG. 6, the intake valve opens before the top dead center, and the exhaust valve closes after the top dead center.
また、アクセル開度が所定値α0未満の領域で
は、第５図に示すよに吸気弁と排気弁とが共に閉
弁する非オーバラツプ領域となり、この非オーバ
ラツプ量Qie（第６図参照）は、アクセル開度の
増大に伴つて小さくなるようになる。 Furthermore, in the region where the accelerator opening is less than the predetermined value α 0 , the intake valve and the exhaust valve both close as shown in FIG. , becomes smaller as the accelerator opening increases.
また、この非オーバラツプ領域では第６図中破
線示の如く吸気弁は上死点後に開弁し、排気弁は
上死点前に閉弁するようになる。 Further, in this non-overlapping region, as shown by the broken line in FIG. 6, the intake valve opens after the top dead center, and the exhaust valve closes before the top dead center.
これにより、非オーバラツプ領域では、排気弁
が上死点より前に閉弁されるので、この閉弁時期
Qe（第６図参照）中に排気の一部が燃焼室に残留
される。そして、上死点を過ぎることにより筒内
圧力が低下した時点（第６図中Qi）で吸気弁を
開き吸気を行う。このようにして、排気還流通路
及び排気還流制御弁等を設けることなく排気の一
部を吸気と混合（以下、内部EGRと呼ぶ）させ
るようにしたので、排気還流の効果すなわち
NOxの低減化を従来例と同様に図りつつ装置の
小型化を図れ、もつてこれら装置をエンジンルー
ムにコンパクトに設置できる。 As a result, in the non-overlap region, the exhaust valve is closed before top dead center, so this valve closing timing is
A portion of the exhaust gas remains in the combustion chamber during Qe (see Figure 6). Then, when the cylinder pressure decreases by passing the top dead center (Qi in FIG. 6), the intake valve is opened to perform intake. In this way, a part of the exhaust gas is mixed with intake air (hereinafter referred to as internal EGR) without providing an exhaust gas recirculation passage or an exhaust gas recirculation control valve, so the effect of exhaust gas recirculation is
It is possible to reduce the size of the device while reducing NOx in the same way as the conventional example, and these devices can be installed compactly in the engine room.
また、排気弁の前記閉弁期間Qeをアクセル開
度に応じて変化させるようにしたので、燃焼室に
残留する排気量すなわち内部EGR量を変化させ
ることができる。 Furthermore, since the closing period Qe of the exhaust valve is changed according to the accelerator opening degree, the amount of exhaust gas remaining in the combustion chamber, that is, the internal EGR amount can be changed.
尚、第７図は燃焼室圧力の変化を示し、バルブ
オーバラツプ領域では上死点付近にて燃焼室圧力
は第７図中破線Ａで示す如く略一定に保持され、
非オーバラツプ領域では上死点付近にて燃焼室圧
力は第７図中実線Ｂで示す如く変化する。 Incidentally, FIG. 7 shows the change in combustion chamber pressure, and in the valve overlap region, the combustion chamber pressure is maintained approximately constant near top dead center as shown by the broken line A in FIG.
In the non-overlap region, the combustion chamber pressure changes as shown by the solid line B in FIG. 7 near the top dead center.
＜考案の効果＞
本考案は、以上説明したように、所定の機関運
転状態のときに排気弁を上死点前に閉弁させる一
方、吸気弁を上死点後に開弁させるようにしたの
で、排気行程後期に排気の一部を燃焼室に残留さ
せて内部EGRを可能にしつつ装置の小型化を図
れ、もつてエンジルルーム内に装置をコンパクト
に配置できる。<Effects of the invention> As explained above, in the present invention, the exhaust valve is closed before the top dead center while the intake valve is opened after the top dead center when the engine is in a predetermined operating state. This allows a portion of the exhaust gas to remain in the combustion chamber in the latter half of the exhaust stroke, enabling internal EGR while reducing the size of the device, allowing the device to be placed compactly in the engine room.
第１図は本考案のクレーム対応図、第２図は本
考案の一実施例を示す構成図、第３図は第２図の
要部側面図、第４図は同上のフローチヤート、第
５図は同上の作用を説明するための図、第６図は
同上の吸気弁と排気弁のタイムチヤート、第７図
は燃焼室圧力の変化を示す図、第８図は従来の吸
気弁と排気弁のタイムチヤートである。
２……吸気弁用カム軸、３……排気弁用カム
軸、１１……第１アクチユエータ、１２……排気
弁用カム軸、１３……制御装置、１４……アクセ
ル開度センサ、１５……回転速度センサ。
Fig. 1 is a diagram corresponding to the claims of the present invention, Fig. 2 is a configuration diagram showing an embodiment of the present invention, Fig. 3 is a side view of the main part of Fig. 2, Fig. 4 is a flowchart of the same, and Fig. 5 is a diagram corresponding to the claims of the present invention. The figure is a diagram for explaining the action of the above, Figure 6 is a time chart of the intake valve and exhaust valve of the same as above, Figure 7 is a diagram showing changes in combustion chamber pressure, and Figure 8 is a diagram of the conventional intake valve and exhaust valve. This is a time chart of the valve. 2... Intake valve camshaft, 3... Exhaust valve camshaft, 11... First actuator, 12... Exhaust valve camshaft, 13... Control device, 14... Accelerator opening sensor, 15... ...Rotation speed sensor.
Claims (1)
化させる弁駆動装置と、機関運転状態を検出する
運転状態検出手段と、検出された運転状態が所定
運転領域のときに前記排気弁を上死点前に閉弁さ
せる一方前記吸気弁を上死点後に開弁させるべく
前記駆動装置を制御する制御手段と、を備え、前
記制御手段はアクセル開度が所定値未満の領域で
は前記弁駆動装置を作動させ吸・排気弁が共に閉
弁する非オーバラツプ領域を生ぜしめ、この非オ
ーバラツプ領域をアクセル開度の増大に伴つて小
さくするような制御を行うものであることを特徴
とする内燃機関の吸・排気弁装置。 A valve driving device that changes the opening timing of the intake valve and the closing timing of the exhaust valve, an operating state detection means that detects the operating state of the engine, and an operating state detecting means that controls the exhaust valve when the detected operating state is in a predetermined operating range. control means for controlling the drive device to close the intake valve before top dead center and open the intake valve after top dead center; An internal combustion engine characterized by operating a drive device to generate a non-overlapping region where both intake and exhaust valves close, and performing control such that this non-overlapping region becomes smaller as the accelerator opening increases. Engine intake/exhaust valve equipment.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986106723U JPH0513923Y2 (en) | 1986-07-14 | 1986-07-14 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1986106723U JPH0513923Y2 (en) | 1986-07-14 | 1986-07-14 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6314814U JPS6314814U (en) | 1988-01-30 |
| JPH0513923Y2 true JPH0513923Y2 (en) | 1993-04-14 |
Family
ID=30982341
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1986106723U Expired - Lifetime JPH0513923Y2 (en) | 1986-07-14 | 1986-07-14 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0513923Y2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4517516B2 (en) * | 2001-02-14 | 2010-08-04 | マツダ株式会社 | 4-cycle engine for automobiles |
| JP4517515B2 (en) * | 2001-02-14 | 2010-08-04 | マツダ株式会社 | 4-cycle engine for automobiles |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6021513B2 (en) * | 1976-10-28 | 1985-05-28 | ザ・ランク・オーガニゼイシヨン・リミテツド | Flying point scanning telecine device |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6021513U (en) * | 1983-07-22 | 1985-02-14 | マツダ株式会社 | Engine valve timing control device |
-
1986
- 1986-07-14 JP JP1986106723U patent/JPH0513923Y2/ja not_active Expired - Lifetime
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6021513B2 (en) * | 1976-10-28 | 1985-05-28 | ザ・ランク・オーガニゼイシヨン・リミテツド | Flying point scanning telecine device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6314814U (en) | 1988-01-30 |
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