JPH11223137A - Suction-exhaust valve controller for miller cycle engine - Google Patents
Suction-exhaust valve controller for miller cycle engineInfo
- Publication number
- JPH11223137A JPH11223137A JP10025964A JP2596498A JPH11223137A JP H11223137 A JPH11223137 A JP H11223137A JP 10025964 A JP10025964 A JP 10025964A JP 2596498 A JP2596498 A JP 2596498A JP H11223137 A JPH11223137 A JP H11223137A
- Authority
- JP
- Japan
- Prior art keywords
- intake
- valve
- exhaust valve
- opening
- exhaust
- 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
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0223—Variable control of the intake valves only
- F02D13/0234—Variable control of the intake valves only changing the valve timing only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/32—Miller cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Exhaust-Gas Circulating Devices (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION
【０００１】[0001]
【発明の属する技術分野】本発明は、吸気弁の吸気下死
点前の吸気弁閉時期を制御することにより吸入空気量を
制御するミラーサイクルエンジンに関し、特に、ＥＧＲ
による排気浄化対策に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a Miller cycle engine for controlling the intake air amount by controlling the intake valve closing timing before the intake bottom dead center of the intake valve, and more particularly, to EGR.
On exhaust gas purification measures.
【０００２】[0002]
【従来の技術】スロットル弁によって吸入空気量を制御
するエンジンでは、スロットル弁の絞り損失を伴い、こ
れにより、燃費を悪化させている。これを改善するた
め、吸気弁の閉時期を制御して吸気を大気圧状態で取り
入れつつ吸入空気量を制御するようにしたミラーサイク
ルエンジンが知られており、このものでは、前記スロッ
トル弁の絞り損失解消に加えて有効圧縮比を減少させ、
膨張比は通常通りに確保できること等により熱効率を十
分に高めることができ、かつ、燃焼室温度の低下により
ＮＯｘ低減も図れるなどの利点を有する（特開平７−９
１２６５公報参照)。なお、ミラーサイクルエンジンに
は、吸気弁の吸気下死点前の閉時期を制御する早閉じミ
ラーサイクルと、吸気下死点後の閉時期を制御する遅閉
じミラーサイクルとがある。2. Description of the Related Art In an engine in which the amount of intake air is controlled by a throttle valve, throttle loss of the throttle valve is involved, thereby deteriorating fuel economy. In order to improve this, there is known a Miller cycle engine in which the closing timing of an intake valve is controlled to control the amount of intake air while taking in intake air at atmospheric pressure. In addition to eliminating losses, reduce the effective compression ratio,
There are advantages that the thermal efficiency can be sufficiently increased by ensuring the expansion ratio as usual, and that NOx can be reduced by lowering the temperature of the combustion chamber (Japanese Patent Laid-Open No. 7-9).
1265 publication). The Miller cycle engine has an early closing Miller cycle for controlling the closing timing of the intake valve before the bottom dead center of the intake and a late closing Miller cycle for controlling the closing timing after the bottom dead center of the intake.
【０００３】[0003]
【発明が解決しようとする課題】ところで、特に車両用
エンジンではＮＯｘ低減や吸気温度上昇による燃焼性改
善を目的としてＥＧＲを行うことが一般的であるが、前
記従来のミラーサイクルエンジンでは、スロットル弁に
よる絞り損失低減を無くし大気圧近傍で吸気を行うこと
を特徴とするものであるため、排気との差圧を十分確保
することができず、良好なＥＧＲ制御を行えないという
問題を生じていた。In general, EGR is generally performed for the purpose of reducing NOx and improving the combustibility by increasing the intake air temperature in a vehicle engine, but in the conventional Miller cycle engine, a throttle valve is used. In this case, the intake pressure is reduced near the atmospheric pressure and the intake pressure is reduced to about the atmospheric pressure. Therefore, a sufficient differential pressure between the exhaust gas and the exhaust gas cannot be secured, and a problem arises that good EGR control cannot be performed. .
【０００４】本発明は、このような従来の課題に着目し
てなされたもので、早閉じミラーサイクルの特性を利用
して良好に内部ＥＧＲ制御を行えるようにしたミラーサ
イクルエンジンの吸・排気弁制御装置を提供することを
目的とする。SUMMARY OF THE INVENTION The present invention has been made in view of such a conventional problem, and is an intake / exhaust valve of a Miller cycle engine capable of performing good internal EGR control by utilizing characteristics of an early closing Miller cycle. It is an object to provide a control device.
【０００５】[0005]
【課題を解決するための手段】このため、請求項１に係
る発明は、吸気弁の吸気下死点前の吸気弁閉時期を制御
することにより吸入空気量を制御するミラーサイクルエ
ンジンにおいて、前記吸気弁の閉弁後燃焼室内が負圧で
ある期間中に、内部ＥＧＲ用に一時的に排気弁を開弁す
ることを特徴とする。According to a first aspect of the present invention, there is provided a Miller cycle engine for controlling an intake air amount by controlling an intake valve closing timing before an intake bottom dead center of an intake valve. After the intake valve is closed, the exhaust valve is temporarily opened for internal EGR during a period in which the pressure in the combustion chamber is negative.
【０００６】また、請求項２に係る発明は、図１に示す
ように、吸・排気弁を設定された開閉時期に開閉するよ
うに駆動する吸・排気弁駆動手段を備え、該吸気弁の吸
気下死点前の吸気弁閉時期を制御することにより吸入空
気量を制御するミラーサイクルエンジンにおいて、前記
吸気弁の閉弁後燃焼室内が負圧である期間を検出する負
圧期間検出手段と、前記負圧期間検出手段によって検出
された負圧期間中に、内部ＥＧＲ用に一時的に排気弁を
開弁する内部ＥＧＲ用排気弁制御手段と、を含んで構成
したことを特徴とする。Further, the invention according to claim 2 includes, as shown in FIG. 1, intake / exhaust valve driving means for driving the intake / exhaust valve to open and close at a set opening / closing timing. In a Miller cycle engine that controls the intake air amount by controlling the intake valve closing timing before the intake bottom dead center, a negative pressure period detecting unit that detects a period in which the combustion chamber is at a negative pressure after closing the intake valve. And an internal EGR exhaust valve control unit for temporarily opening the exhaust valve for the internal EGR during the negative pressure period detected by the negative pressure period detection unit.
【０００７】請求項１又は請求項２に係る発明による
と、吸・排気弁駆動手段により、吸気弁の吸気下死点前
の吸気弁閉時期を制御する早閉じミラーサイクルを行う
ことにより、吸気は大気圧状態で燃焼室内に吸入され
る。燃焼室内に吸入された吸気は、ピストンが吸気下死
点に下降するまで圧力を低下させ、圧縮行程に移行して
吸気行程での吸気弁閉時期と同一のピストン位置となる
まで負圧状態が継続する。According to the first or second aspect of the present invention, the intake / exhaust valve driving means performs an early closing mirror cycle for controlling the intake valve closing timing before the intake bottom dead center of the intake valve. Is sucked into the combustion chamber at atmospheric pressure. The intake air sucked into the combustion chamber reduces the pressure until the piston descends to the bottom dead center of the intake air, and shifts to the compression stroke to maintain a negative pressure state until the piston position is the same as the intake valve closing timing in the intake stroke. continue.
【０００８】そして、上記燃焼室内が負圧となっている
期間中に、内部ＥＧＲ用に一時的に排気弁を開弁するこ
とにより、排気圧と燃焼室内負圧との差圧によって排気
が燃焼室内に流入し、いわゆる内部ＥＧＲが行われる。
これにより、ミラーサイクルエンジンにおいても、内部
ＥＧＲによりＮＯｘ低減、ＥＧＲガスによる吸気温度上
昇及びガス流動の発生等により燃焼性改善を図れ、排気
浄化性能や燃費を改善できる。During the period in which the combustion chamber is at a negative pressure, the exhaust valve is temporarily opened for the internal EGR, so that the exhaust gas is combusted by the differential pressure between the exhaust pressure and the negative pressure in the combustion chamber. After flowing into the room, so-called internal EGR is performed.
As a result, in the Miller cycle engine as well, combustion efficiency can be improved by reducing NOx by internal EGR, increasing intake air temperature by EGR gas, generating gas flow, etc., and can improve exhaust purification performance and fuel efficiency.
【０００９】また、請求項３に係る発明は、前記排気弁
の内部ＥＧＲ用開弁期間は、前記負圧期間の終了近傍に
設定されることを特徴とする。請求項３に係る発明によ
ると、負圧期間の初期に排気弁を開弁すると、排気の流
入により吸気の初期温度が上昇するため膨張行程での温
度低下が低くなり早閉じミラーサイクルの特徴である燃
焼室壁からの受熱量が減少し、熱効率を低下させてしま
う。また、負圧期間の中間の負圧が大きい状態のときに
排気弁を開弁すると、排気の流入による負圧の減少に伴
い、特にピストン上昇行程においてポンプ損失が大きく
なると共に、その体積分の圧縮仕事が増大して同様にポ
ンプ損失が増大してしまうことになる。The invention according to claim 3 is characterized in that the internal EGR valve opening period of the exhaust valve is set near the end of the negative pressure period. According to the third aspect of the invention, when the exhaust valve is opened at the beginning of the negative pressure period, the initial temperature of the intake air rises due to the inflow of exhaust gas, so that the temperature drop in the expansion stroke decreases, and the early closing Miller cycle is characterized. The amount of heat received from a certain combustion chamber wall is reduced, and the thermal efficiency is reduced. Also, if the exhaust valve is opened while the negative pressure in the middle of the negative pressure period is high, the pump pressure increases, especially in the piston up stroke, due to the decrease in the negative pressure due to the inflow of exhaust gas, and the volume of the pump increases. The compression work increases, and the pump loss also increases.
【００１０】そこで、負圧期間終了近傍の大気圧に近い
負圧状態のときに排気弁を開弁して排気を流入させるこ
とにより、膨張行程時に燃焼室壁から十分に受熱量を確
保すると共に、ポンプ損失の増大を抑制する。なお、大
気圧近傍であっても燃焼室近傍の排気は高温・高圧であ
り、しかも燃焼室に直結しているため（ＥＧＲ通路を介
する場合は、熱損失，圧力損失共に大きい) 、十分スム
ースに燃焼室内に流入する。Therefore, by opening the exhaust valve and allowing exhaust gas to flow in a negative pressure state near the atmospheric pressure near the end of the negative pressure period, a sufficient amount of heat is received from the combustion chamber wall during the expansion stroke. , Suppressing an increase in pump loss. Even when the pressure is near the atmospheric pressure, the exhaust gas near the combustion chamber is at a high temperature and a high pressure and is directly connected to the combustion chamber (when passing through the EGR passage, both heat loss and pressure loss are large). It flows into the combustion chamber.
【００１１】また、請求項４に係る発明は、吸気弁と排
気弁とを、気筒毎に２個ずつ有し、少なくとも所定の運
転条件では、１つの吸気弁のみが開閉動作し、該開閉動
作する吸気弁に対して対角線方向にある排気弁が前記内
部ＥＧＲ用に開弁されることを特徴とする。請求項４に
係る発明によると、片方の吸気弁のみを開閉動作するこ
とにより燃焼室内に生成されるスワールを該吸気弁と対
角線方向にある排気弁を開弁して流入させた排気により
助長することができ、ひいては燃焼性を改善することが
できるため、排気弁の開弁期間を長くして高ＥＧＲ率と
し、ＥＧＲによるＮＯｘ低減機能等をより高めることが
できる。The invention according to claim 4 has two intake valves and two exhaust valves for each cylinder, and at least under a predetermined operating condition, only one intake valve opens and closes. An exhaust valve diagonally opposite to the intake valve to be opened is opened for the internal EGR. According to the invention according to claim 4, swirl generated in the combustion chamber by opening and closing only one of the intake valves is promoted by the exhaust gas that flows in by opening the exhaust valve diagonally to the intake valve. As a result, the combustibility can be improved, so that the period during which the exhaust valve is opened can be lengthened to increase the EGR rate, and the NOx reduction function by EGR can be further enhanced.
【００１２】また、請求項５に係る発明は、吸気弁を気
筒毎に２個ずつ有し、低速・低負荷条件で１個ずつの吸
気弁が開閉動作し、高速・高負荷条件で２個ずつの吸気
弁が共に開閉動作することを特徴とする。請求項５に係
る発明によると、低速・低負荷条件では、空気量が少な
く燃焼性改善のためスワールの強化が要求されるので、
片側１個の吸気弁のみを開閉動作させることにより、接
線方向から空気を流入させてスワールを強化することが
できる。The invention according to claim 5 has two intake valves for each cylinder, one intake valve opens and closes at low speed and low load conditions, and two intake valves at high speed and high load conditions. Each intake valve opens and closes together. According to the fifth aspect of the present invention, under low-speed and low-load conditions, the amount of air is small and the swirl is required to be enhanced to improve flammability.
By opening and closing only one intake valve on one side, swirl can be strengthened by allowing air to flow in from the tangential direction.
【００１３】一方、高速・高負荷条件では、２つの吸気
弁を同時に開閉動作させることにより、ガス流動による
抵抗を少なくして充填効率を向上させる。また、請求項
６に係る発明は、前記内部ＥＧＲ用に開弁する排気弁
は、少なくとも低速・低負荷条件では１個の排気弁のみ
であることを特徴とする。On the other hand, under high-speed and high-load conditions, by simultaneously opening and closing the two intake valves, the resistance due to gas flow is reduced and the charging efficiency is improved. The invention according to claim 6 is characterized in that the exhaust valve to be opened for the internal EGR is only one exhaust valve at least under low speed and low load conditions.
【００１４】請求項６に係る発明によると、少なくとも
低速・低負荷条件では、１個の排気弁のみを開弁させる
ことによりスワールを助長することができ、また、気筒
毎に２個ずつ排気弁を備えたものでは要求ＥＧＲ量が増
大する高速・高負荷条件では２個の排気弁を開弁させて
好ましい期間に短時間で排気を流入させることができ
る。According to the present invention, swirl can be promoted by opening only one exhaust valve at least under low speed and low load conditions, and two exhaust valves are provided for each cylinder. With high speed and high load conditions in which the required EGR amount increases, the exhaust valve can be opened in a short period of time by opening two exhaust valves.
【００１５】また、請求項７に係る発明は、前記排気弁
の内部ＥＧＲ用開弁期間は、エンジンの運転条件に応じ
て設定されることを特徴とする。エンジン運転条件に応
じて要求ＥＧＲ量が変化するので、運転条件に応じて一
時的な排気弁の開弁期間を設定して、前記要求ＥＧＲ量
を満たすようにする。The invention according to claim 7 is characterized in that the internal EGR valve opening period of the exhaust valve is set according to the operating conditions of the engine. Since the required EGR amount changes according to the engine operating conditions, a temporary opening period of the exhaust valve is set according to the operating conditions to satisfy the required EGR amount.
【００１６】また、請求項８に係る発明は、前記排気弁
の内部ＥＧＲ用開弁期間の開始時期と終了時期とをそれ
ぞれエンジン運転条件に基づいて設定することを特徴と
する。請求項８に係る発明によると、内部ＥＧＲ用開弁
期間の終了時期については、例えば、既述したように負
圧期間の終了近傍で開弁を終了するのが好ましいが、こ
の時期はエンジン運転条件に応じた要求空気量が得られ
るように設定された吸気弁の吸気行程における閉時期
と、同一のピストン位置近傍であるため、吸気弁の閉時
期に関連してエンジン運転条件に応じて設定することが
できる。The invention according to claim 8 is characterized in that the start time and the end time of the internal EGR valve opening period of the exhaust valve are set based on engine operating conditions, respectively. According to the invention of claim 8, as for the end timing of the internal EGR valve opening period, for example, as described above, it is preferable to end the valve opening near the end of the negative pressure period. Since the intake valve is set so that the required air amount according to the conditions is obtained during the intake stroke and close to the same piston position, it is set according to the engine operating conditions in relation to the intake valve close timing. can do.
【００１７】一方、要求ＥＧＲ量も既述したようにエン
ジン運転条件に応じて決定される。ここで、簡易的に
は、要求ＥＧＲ量に応じて開弁時間を設定して、開弁の
開始時期を設定することも可能であるが、エンジン運転
条件に応じて燃焼室外側近傍の排気圧が変化することな
どにより、精度が劣る。そこで、前記排気弁の内部ＥＧ
Ｒ用開弁期間の終了時期に対応して要求ＥＧＲ量が満た
せるように予め実験や解析でエンジン運転条件に応じた
内部ＥＧＲ用開弁期間の開始時期を設定することによ
り、高精度な内部ＥＧＲ制御を行うことができる。On the other hand, the required EGR amount is also determined according to the engine operating conditions as described above. Here, for simplicity, it is possible to set the valve opening time in accordance with the required EGR amount and set the start timing of valve opening, but it is also possible to set the exhaust pressure near the outside of the combustion chamber in accordance with the engine operating conditions. Is inferior in accuracy due to changes in Therefore, the internal EG of the exhaust valve
By setting the start time of the internal EGR valve opening period in accordance with the engine operating conditions in advance by experiments and analysis so that the required EGR amount can be satisfied in accordance with the end time of the R valve opening period, highly accurate internal EGR is performed. Control can be performed.
【００１８】また、請求項９に係る発明は、前記排気弁
の内部ＥＧＲ用開弁期間を、エンジンの冷却水温度によ
って補正して設定することを特徴とする。請求項９に係
る発明によると、例えば、エンジンの冷却水温度が低い
ときは、ＥＧＲガス成分による燃焼性への影響とＥＧＲ
ガスによる吸気温度上昇効果とを考慮するなどして、内
部ＥＧＲ用の排気弁の開弁期間を補正することにより、
要求ＥＧＲ量により適切に対応することができる。Further, the invention according to claim 9 is characterized in that the internal EGR valve opening period of the exhaust valve is set by correcting it according to the engine coolant temperature. According to the ninth aspect of the present invention, for example, when the cooling water temperature of the engine is low, the influence of the EGR gas component on the combustibility and the EGR
By correcting the opening period of the exhaust valve for the internal EGR by taking into account the effect of increasing the intake air temperature by the gas,
It is possible to appropriately respond to the required EGR amount.
【００１９】[0019]
【発明の実施の形態】以下に本発明の実施形態を図に基
づいて説明する。一実施形態の全体構成を示す図２にお
いて、エンジン（内燃機関) １には、弁駆動装置２によ
り開閉を電子制御される吸気弁３及び排気弁４が装着さ
れている。吸気弁３及び排気弁４は、図３に示すように
気筒毎に２個ずつ設けられ、エンジンの低速・低負荷条
件では、スワールを強化するために一方の吸気弁３のみ
が開閉動作され、高速・高負荷条件では吸気抵抗を小さ
くして充填効率を高めるために２個の吸気弁３を同時に
開閉動作させるように制御する。また、排気弁４につい
ては、後述する内部ＥＧＲ用の開弁時を除く通常の排気
行程時の開閉動作は、２つの排気弁４を同時に開弁させ
る。各気筒の吸気ポート５には、燃料噴射弁６が装着さ
れ、燃焼室７には点火栓８及び点火コイル９が装着され
ている。また、エンジン本体には各気筒の基準クランク
角で基準信号を出力すると共に、微小クランク角毎に単
位角信号を出力するクランク角センサ10、吸入空気流量
を検出するエアフロメータ11、冷却水温度を検出する水
温センサ12が装着される。この他、図示しない車両のア
クセルペダルの開度を検出するアクセル開度センサ13や
車速センサ14等が配設されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. In FIG. 2 showing an overall configuration of an embodiment, an engine (internal combustion engine) 1 is provided with an intake valve 3 and an exhaust valve 4 whose opening and closing are electronically controlled by a valve driving device 2. As shown in FIG. 3, two intake valves 3 and two exhaust valves 4 are provided for each cylinder, and under the low-speed and low-load condition of the engine, only one of the intake valves 3 is opened and closed in order to strengthen the swirl. Under high-speed and high-load conditions, the two intake valves 3 are controlled to open and close at the same time in order to reduce the intake resistance and increase the charging efficiency. As for the exhaust valves 4, the opening / closing operation during a normal exhaust stroke excluding the later-described internal EGR valve opening operation causes the two exhaust valves 4 to be simultaneously opened. A fuel injection valve 6 is mounted on an intake port 5 of each cylinder, and an ignition plug 8 and an ignition coil 9 are mounted on a combustion chamber 7. In addition, the engine body outputs a reference signal at the reference crank angle of each cylinder, outputs a unit angle signal at each minute crank angle, a crank angle sensor 10, an air flow meter 11 that detects intake air flow, and a cooling water temperature. A water temperature sensor 12 to be detected is mounted. In addition, an accelerator opening sensor 13 and a vehicle speed sensor 14 for detecting the opening of the accelerator pedal of the vehicle (not shown) are provided.
【００２０】前記各種センサ類の検出信号はコントロー
ルユニット15に出力され、コントロールユニット15は、
これらの検出信号に基づいて前記燃料噴射弁６に燃料噴
射信号を出力して燃料噴射制御を行い、前記点火コイル
９に点火信号を出力して点火制御を行い、更に、前記弁
駆動装置２に弁駆動信号を出力して吸気弁３及び排気弁
４の開閉を制御する。The detection signals of the various sensors are output to the control unit 15, and the control unit 15
Based on these detection signals, a fuel injection signal is output to the fuel injection valve 6 to perform fuel injection control, and an ignition signal is output to the ignition coil 9 to perform ignition control. A valve drive signal is output to control opening and closing of the intake valve 3 and the exhaust valve 4.
【００２１】前記弁駆動装置２の構成を図４に示す。図
４において弁駆動装置２は、シリンダヘッド上に設けら
れる非磁性材料製のハウジング21と、吸気弁３（又は排
気弁４、以下吸気弁３で代表する) のステム31に一体に
設けられてハウジング21内に移動自由に収納されるアー
マチュア22と、該アーマチュア22を吸引して吸気弁３を
閉弁作動させる電磁力を発揮可能なようにアーマチュア
22の上面に対向する位置でハウジング21内に固定配置さ
れる閉弁用電磁石23と、該アーマチュア22を吸引して吸
気弁３を開弁作動させる電磁力を発揮可能なようにアー
マチュア22の下面に対向する位置でハウジング21内に固
定配置される開弁用電磁石24と、吸気弁３の閉弁方向に
向けてアーマチュア22を付勢する閉弁側戻しバネ25と、
吸気弁３の開弁方向に向けてアーマチュア22を付勢する
開弁側戻しバネ26と、を備えて構成される。そして、閉
弁用電磁石23と開弁用電磁石24とを共に消磁したとき
に、吸気弁３は全開位置と閉弁位置との間の略中央位置
にあるように、閉弁側戻しバネ25と開弁側戻しバネ26と
のバネ力が設定され、閉弁用電磁石23のみを励磁したと
きに吸気弁３は閉弁し、開弁用電磁石24のみを励磁した
ときに吸気弁３は開弁（全開) するように駆動される。
該弁駆動装置２が吸気弁駆動手段を構成する。FIG. 4 shows the structure of the valve driving device 2. In FIG. 4, the valve drive device 2 is provided integrally with a housing 21 made of a non-magnetic material provided on a cylinder head and a stem 31 of an intake valve 3 (or an exhaust valve 4, hereinafter represented by the intake valve 3). An armature 22 that is freely movable in a housing 21 and an armature that can draw the armature 22 and exert an electromagnetic force for closing the intake valve 3.
A valve-closing electromagnet 23 fixed in the housing 21 at a position facing the upper surface of the armature 22; and a lower surface of the armature 22 so as to exert an electromagnetic force for attracting the armature 22 and opening the intake valve 3 A valve-opening electromagnet 24 fixedly arranged in the housing 21 at a position facing the valve-opening, a valve-closing-side return spring 25 for urging the armature 22 in the valve-closing direction of the intake valve 3,
A valve-opening-side return spring 26 that urges the armature 22 in the valve-opening direction of the intake valve 3. When both the valve-closing electromagnet 23 and the valve-opening electromagnet 24 are demagnetized, the valve-closing-side return spring 25 and the valve-closing-side return spring 25 are moved so that the intake valve 3 is located substantially at the center between the fully-open position and the valve-closing position. The spring force with the valve-opening side return spring 26 is set, and the intake valve 3 is closed when only the valve-closing electromagnet 23 is excited, and the intake valve 3 is opened when only the valve-opening electromagnet 24 is excited. (Fully open).
The valve driving device 2 constitutes intake valve driving means.
【００２２】前記弁駆動装置２による吸気弁３及び排気
弁４の吸・排気のための開閉時期は、図５に示すよう
に、エンジン１の運転状態に基づいて設定された目標開
閉時期となるように制御されるが、特に、吸気弁３の吸
気下死点前の閉時期ＩＶＣを、アクセル開度とエンジン
回転速度、或いはこれらに基づいて設定された要求トル
クなどに基づいて広範囲に可変制御して吸入空気量を制
御するようになっており、これにより、早閉じミラーサ
イクルが形成される。The opening / closing timing for intake / exhaust of the intake valve 3 and the exhaust valve 4 by the valve driving device 2 is a target opening / closing timing set based on the operating state of the engine 1 as shown in FIG. In particular, the closing timing IVC of the intake valve 3 before the intake bottom dead center is controlled in a wide range based on the accelerator opening and the engine speed, or the required torque set based on these. In this way, the intake air amount is controlled, whereby an early closing Miller cycle is formed.
【００２３】かかる構成において、図６に示すようなエ
ンジンの回転速度と負荷とで定まるＥＧＲの要求される
領域で、吸気弁３の閉弁後、燃焼室７内が負圧となって
いる期間中に、一時的に開弁して内部ＥＧＲ制御を行
う。以下に、一実施の形態に係る吸・排気弁の開閉時期
設定ルーチンを、図６のフローチャートに従って説明す
る。このルーチンは、所定時間周期で実行される。In such a configuration, in a region where EGR is required determined by the engine speed and load as shown in FIG. 6, a period in which the pressure in the combustion chamber 7 is negative after the intake valve 3 is closed. During this time, the valve is temporarily opened to perform internal EGR control. Hereinafter, an intake / exhaust valve opening / closing timing setting routine according to an embodiment will be described with reference to the flowchart of FIG. This routine is executed at a predetermined time period.
【００２４】ステップ（図ではＳと記す。以下同様) １
では、アクセル開度ＡＰＳ，エンジン回転速度Ｎｅ，冷
却水温度Ｔｗ等を読み込む。ステップ２では、前記アク
セル開度ＡＰＳ及びエンジン回転速度Ｎｅに基づいてエ
ンジンの要求トルクｔＴｅを算出する。なお、アクセル
開度ＡＰＳと車速ＶＳＰとに基づいて車両の要求駆動力
を算出し、該要求駆動力からエンジンの要求トルクｔＴ
ｅを算出する構成としてもよい。Step (S in the figure, the same applies hereinafter) 1
Then, the accelerator opening APS, the engine rotation speed Ne, the cooling water temperature Tw, and the like are read. In step 2, a required engine torque tTe is calculated based on the accelerator opening APS and the engine speed Ne. The required driving force of the vehicle is calculated based on the accelerator opening APS and the vehicle speed VSP, and the required torque tT of the engine is calculated from the required driving force.
e may be calculated.
【００２５】ステップ３では、エンジン回転速度Ｎｅと
前記要求トルクｔＴｅとに基づいて、吸気弁３の開閉時
期，排気弁４の排気行程における開閉時期及び前記燃焼
室７内の負圧期間中の内部ＥＧＲ用開弁時の開閉時期を
算出する。ここで、ミラーサイクルでは吸気弁の閉時期
によって空気量を制御するものであり、開時期について
は、吸気上死点又は高速時の慣性遅れを考慮して少し早
めの時期に固定して設定すればよく、一方、閉時期は、
エンジン回転速度と前記要求トルクとに基づいて図８に
示すようなマップからの検索等により設定する。この場
合、高速・高トルクになるほど要求空気量が増大するの
で、閉時期ＩＶＣを遅らせるように設定する。一方、排
気弁４の開時期も、エンジン回転速度と前記要求トルク
とに基づいて図９に示すようなマップからの検索等によ
り設定する。この場合、高速・高トルクになるほど排出
排気量が増大するので早く設定する。一方、閉時期は、
排気上死点又はそれより少し遅めの時期に固定して設定
すればよい。In step 3, based on the engine speed Ne and the required torque tTe, the opening / closing timing of the intake valve 3, the opening / closing timing of the exhaust valve 4 in the exhaust stroke, and the internal pressure of the combustion chamber 7 during the negative pressure period are reduced. The opening / closing timing when the EGR valve is opened is calculated. Here, in the Miller cycle, the amount of air is controlled by the closing timing of the intake valve, and the opening timing is fixed at a slightly earlier timing in consideration of intake top dead center or inertia delay at high speed. On the other hand, the closing time,
Based on the engine rotation speed and the required torque, it is set by searching from a map as shown in FIG. In this case, since the required air amount increases as the speed and the torque increase, the closing timing IVC is set to be delayed. On the other hand, the opening timing of the exhaust valve 4 is also set by a search from a map as shown in FIG. 9 based on the engine speed and the required torque. In this case, the higher the speed and the higher the torque, the larger the amount of exhaust gas discharged. On the other hand,
What is necessary is just to fix and set it at the top dead center of the exhaust or at a slightly later time.
【００２６】ステップ４〜ステップ６では、内部ＥＧＲ
のため、前記燃焼室７が負圧である期間中に排気弁４を
一時的に開弁するときの開閉時期を設定する。まず、ス
テップ４では、前記排気弁４の内部ＥＧＲ用開弁時の終
了時期ＥＶＣｔを設定する。ここで、既述したように、
負圧期間中の初期に排気弁を開弁すると、流入排気によ
る吸気温度上昇で燃焼室壁からの受熱量が減少して熱効
率が低下し、また、負圧が大きいときに排気弁を開弁す
ると、排気流入による負圧の減少により、特にピストン
上昇行程においてポンプ損失が大きくなると共に、その
体積分の圧縮仕事が増大して同様にポンプ損失が増大し
てしまうことになる。そこで、負圧期間終了近傍の大気
圧に近い負圧状態のときに排気弁を開弁して排気を流入
させ、膨張行程時に燃焼室壁から十分に受熱量を確保す
ると共に、ポンプ損失を抑制するのがよい。なお、大気
圧近傍であっても燃焼室近傍の排気は高温・高圧であ
り、しかも燃焼室に直結しているため、通常のＥＧＲ通
路を介しての外部ＥＧＲ制御のように熱損失，圧力損失
を伴うことなく、十分スムースに燃焼室内に流入する。In steps 4 to 6, the internal EGR
Therefore, the opening / closing timing when the exhaust valve 4 is temporarily opened during the period when the combustion chamber 7 is at the negative pressure is set. First, in step 4, the end timing EVCt of the exhaust valve 4 when the internal EGR valve is opened is set. Here, as described above,
If the exhaust valve is opened early during the negative pressure period, the amount of heat received from the combustion chamber wall will decrease due to the rise in intake air temperature due to inflow exhaust, reducing thermal efficiency, and the exhaust valve will open when the negative pressure is large. Then, due to the decrease in the negative pressure due to the inflow of the exhaust gas, the pump loss increases particularly in the piston ascent stroke, and the compression work corresponding to the volume increases, so that the pump loss also increases. Therefore, the exhaust valve is opened to allow the exhaust gas to flow in the negative pressure state near the atmospheric pressure near the end of the negative pressure period, thereby ensuring sufficient heat reception from the combustion chamber wall during the expansion stroke and suppressing pump loss. Good to do. Since the exhaust gas in the vicinity of the combustion chamber is at a high temperature and a high pressure even near the atmospheric pressure and is directly connected to the combustion chamber, the heat loss and the pressure loss as in the external EGR control through a normal EGR passage are performed. And flows into the combustion chamber sufficiently smoothly.
【００２７】したがって、排気弁の内部ＥＧＲ用の開弁
の終了時期を前記負圧期間中の終了近傍に設定するが、
この時期はエンジン運転条件に応じた要求空気量が得ら
れるように設定された吸気弁の吸気行程における閉時期
と、同一のピストン位置近傍であるため、エンジン回転
速度と前記要求トルクとに基づいて図10に示したマップ
からの検索等により設定する。Therefore, the end timing of opening the internal EGR valve of the exhaust valve is set near the end of the negative pressure period.
Since this timing is close to the same piston position as the closing timing in the intake stroke of the intake valve set to obtain the required air amount according to the engine operating conditions, the timing is based on the engine speed and the required torque. This is set by searching the map shown in FIG.
【００２８】次に、ステップ５では、前記排気弁４の内
部ＥＧＲ用の開弁時の基本開始時期ＥＶＯｔｂを設定す
る。ここで、内部ＥＧＲの要求量は、エンジン運転条件
に応じて決定される。そこで、前記排気弁の内部ＥＧＲ
用の開弁の終了時期に対応して要求内部ＥＧＲ量が満た
せるように予め実験や解析でエンジン運転条件に応じた
開弁の基本開始時期を図11に示すようなマップに設定す
る。そしてエンジン回転速度と前記要求トルクとに基づ
いて図11に示したマップからの検索により設定する。Next, at step 5, a basic start timing EVOtb for opening the internal EGR of the exhaust valve 4 is set. Here, the required amount of the internal EGR is determined according to the engine operating conditions. Therefore, the internal EGR of the exhaust valve
The basic start timing of valve opening according to the engine operating conditions is set in advance in a map such as shown in FIG. 11 by experiments and analysis so that the required internal EGR amount can be satisfied in accordance with the end timing of valve opening. Then, it is set by searching the map shown in FIG. 11 based on the engine speed and the required torque.
【００２９】ステップ６では、冷却水温度Ｔｗに基づい
て、前記基本開始時期を補正するための水温補正係数Ｋ
ｗをマップからの検索等により設定する。具体的には、
水温が特に低い場合は、ＥＧＲ実行による燃焼性の悪化
の影響を重視して排気弁の開弁期間を減少又は停止した
り、逆に、ＥＧＲガスによる吸気温度上昇で燃焼性改善
が見込めるような運転状態では開弁期間を長引かせるよ
うな補正を行う。これは実験等で適正な状態が得られる
ように予め設定しておくことができる。In step 6, a water temperature correction coefficient K for correcting the basic start timing based on the cooling water temperature Tw.
w is set by a search from a map or the like. In particular,
When the water temperature is particularly low, the opening time of the exhaust valve is reduced or stopped with emphasis on the influence of the deterioration of the flammability due to the execution of the EGR, or conversely, the flammability can be improved by increasing the intake air temperature by the EGR gas. In the operating state, a correction is made to prolong the valve opening period. This can be set in advance so that an appropriate state is obtained in an experiment or the like.
【００３０】ステップ７では、次式により、排気弁４の
内部ＥＧＲ用の開弁の開始時期ＥＶＯｔを水温補正して
設定する。 ＥＶＯｔ＝ＥＶＣｔ＋Ｋｗ・（ＥＶＯｔｂ−ＥＶＣｔ) ・・・(1) 但し、ＥＶＯｔｂ；排気弁４の内部ＥＧＲ用開弁の基本
開始時期（進角値，以下の値も同様) ＥＶＣｔ；同じく終了時期 ＥＶＯｔ；同じく補正後の開始時期 図12は、前記のようにして設定された吸・排気弁の開閉
時期に基づいて吸・排気弁を開閉制御するルーチンのフ
ローチャートを示す。In step 7, the opening timing EVOt for opening the internal EGR of the exhaust valve 4 is set by correcting the water temperature by the following equation. EVOt = EVCt + Kw · (EVOtb−EVCt) (1) EVOtb; Basic start timing of opening the internal EGR valve of the exhaust valve 4 (advance value, the same applies to the following values) EVCt; End time EVOt; FIG. 12 shows a flowchart of a routine for controlling the opening and closing of the intake and exhaust valves based on the opening and closing timings of the intake and exhaust valves set as described above.
【００３１】ステップ11で、前記クランク角センサ10か
ら現在のクランク角度（位置) を読み込む。ステップ12
では、それぞれ吸・排気弁の吸気行程，排気行程及び前
記排気弁４の内部ＥＧＲ用開弁時における開閉時期にあ
るかを判断しつつ、吸・排気弁の開閉を制御する。In step 11, the current crank angle (position) is read from the crank angle sensor 10. Step 12
Then, the opening and closing of the intake / exhaust valves are controlled while judging whether the intake / exhaust strokes of the intake / exhaust valves are at the opening / closing timing when the exhaust valve 4 is opened for internal EGR.
【００３２】ここで、エンジンの低速・低負荷条件で
は、燃焼性改善のため２個の吸気弁３の中の一方のみを
開閉動作させて燃焼室７内にスワールを生成すると共
に、前記内部ＥＧＲ用の開弁は、前記開閉動作する吸気
弁３に対して対角線方向にある排気弁４のみを開弁させ
て行う。例えば、図３で吸気弁３Ａと排気弁４Ｂの組合
せ又は吸気弁３Ｂと排気弁４Ａとの組合せにより行う。Here, under the low-speed and low-load condition of the engine, only one of the two intake valves 3 is opened and closed to improve the flammability to generate a swirl in the combustion chamber 7 and the internal EGR. Is performed by opening only the exhaust valve 4 that is diagonally opposite to the intake valve 3 that opens and closes. For example, in FIG. 3, this is performed by a combination of the intake valve 3A and the exhaust valve 4B or a combination of the intake valve 3B and the exhaust valve 4A.
【００３３】このようにすれば、前記開閉動作する吸気
弁と対角線方向にある排気弁を開弁して流入させた排気
により前記スワールを助長することができ、ひいては燃
焼性を改善することができるため、排気弁の開弁期間を
長くして高ＥＧＲ率とし、ＥＧＲによるＮＯｘ低減機能
等をより高めることができる。また、高速・高負荷条件
では、既述したように充填効率確保のため２個の吸気弁
３を同時に開閉動作するが、該条件では要求ＥＧＲ量が
増大するので、２個の排気弁を開弁させて好ましい期間
に短時間で排気を流入させることができる。With this configuration, the swirl can be promoted by the exhaust gas that flows in by opening the exhaust valve that is diagonal to the intake valve that opens and closes, thereby improving the combustibility. Therefore, the opening period of the exhaust valve can be lengthened to increase the EGR rate, and the NOx reduction function and the like by EGR can be further enhanced. Also, under high-speed and high-load conditions, as described above, the two intake valves 3 are simultaneously opened and closed in order to secure the charging efficiency. However, under these conditions, the required EGR amount increases, so that the two exhaust valves are opened. Exhaust gas can be made to flow in a short period of time in a preferable period with the valve.
【００３４】この場合の、各排気弁４の開弁開始時期
は、前記(1) 式から次式のように変更すればよい。 ＥＶＯｔ＝ＥＶＣｔ＋１／２・Ｋｗ・（ＥＶＯｔｂ−ＥＶＣｔ) ・・・(2) される。図13は、上記吸・排気弁の開閉制御の様子を示
したものである。In this case, the opening timing of each exhaust valve 4 may be changed from the above equation (1) to the following equation. EVOt = EVCt + ／ · Kw · (EVOtb−EVCt) (2) FIG. 13 shows a state of the opening / closing control of the intake / exhaust valve.
【００３５】以上のように、本発明によれば、吸気負圧
を殆ど生じないミラーサイクルエンジンにおいても、内
部ＥＧＲにより高精度なＥＧＲ制御を行うことができ、
排気浄化性能、特にＮＯｘ低減機能を向上でき、また、
燃焼性改善による燃費の改善なども図ることができる。
なお、前記実施の形態では、吸気ポートに燃料噴射する
ものを示したが、本発明は、近年開発の著しい火花点火
エンジンでの燃焼室内に直接燃料を噴射するものにも適
用でき、また、４弁方式以外の多弁方式エンジンにも適
用可能である。As described above, according to the present invention, highly accurate EGR control can be performed by the internal EGR even in a Miller cycle engine in which almost no intake negative pressure occurs.
It can improve exhaust purification performance, especially NOx reduction function,
Fuel efficiency can be improved by improving flammability.
In the above-described embodiment, the fuel injection to the intake port is described. However, the present invention can be applied to the fuel injection directly into the combustion chamber of a spark ignition engine which has been remarkably developed in recent years. The present invention is also applicable to a multi-valve engine other than the valve system.
【図１】請求項２に係る発明の構成・機能を示すブロッ
ク図。FIG. 1 is a block diagram showing the configuration and functions of the invention according to claim 2;
【図２】一実施の形態に係るシステム構成図。FIG. 2 is a system configuration diagram according to an embodiment.
【図３】同上実施の形態における吸・排気弁の配置を示
す断面図。FIG. 3 is a sectional view showing an arrangement of intake and exhaust valves in the embodiment.
【図４】弁駆動装置の構成を示す断面図。FIG. 4 is a sectional view showing a configuration of a valve driving device.
【図５】前記弁駆動装置による吸気弁及び排気弁の開閉
時期特性を示す図。FIG. 5 is a diagram showing opening / closing timing characteristics of an intake valve and an exhaust valve by the valve driving device.
【図６】同上実施の形態における内部ＥＧＲ実行領域を
示す図。FIG. 6 is a diagram showing an internal EGR execution region in the embodiment.
【図７】同上実施の形態における吸・排気弁の開閉時期
設定ルーチンを示すフローチャート。FIG. 7 is a flowchart showing an intake / exhaust valve opening / closing timing setting routine in the embodiment.
【図８】同上実施の形態における吸気弁の閉時期の特性
を示すマップ。FIG. 8 is a map showing characteristics of intake valve closing timing in the embodiment.
【図９】同上実施の形態における排気弁の開時期の特性
を示すマップ。FIG. 9 is a map showing characteristics of the opening timing of the exhaust valve according to the embodiment.
【図10】同上実施の形態における排気弁の内部ＥＧＲ用
の開弁終了時期の特性を示すマップ。FIG. 10 is a map showing characteristics of an internal EGR valve opening end timing of the exhaust valve according to the embodiment.
【図11】同上実施の形態における排気弁の内部ＥＧＲ用
の開弁開始時期の特性を示すマップ。FIG. 11 is a map showing characteristics of a valve opening start timing for internal EGR of the exhaust valve in the embodiment.
【図12】同上実施の形態における吸・排気弁を開閉制御
するルーチンのフローチャート。FIG. 12 is a flowchart of a routine for controlling the opening and closing of the intake and exhaust valves in the embodiment.
【図13】同上実施の形態における吸・排気弁の開閉制御
の様子を示すタイムチャート。FIG. 13 is a time chart showing a state of opening / closing control of intake / exhaust valves in the embodiment.
１ エンジン ２ 弁駆動装置 ３ 吸気弁 ４ 排気弁 ６ 燃料噴射弁 ７ 燃焼室 10 クランク角センサ 11 エアフロメータ 12 水温センサ 13 アクセル開度センサ DESCRIPTION OF SYMBOLS 1 Engine 2 Valve drive device 3 Intake valve 4 Exhaust valve 6 Fuel injection valve 7 Combustion chamber 10 Crank angle sensor 11 Air flow meter 12 Water temperature sensor 13 Accelerator opening sensor
Claims (9)
御することにより吸入空気量を制御するミラーサイクル
エンジンにおいて、 前記吸気弁の閉弁後燃焼室内が負圧である期間中に、内
部ＥＧＲ用に一時的に排気弁を開弁することを特徴とす
るミラーサイクルエンジンの吸・排気弁制御装置。In a Miller cycle engine for controlling an intake air amount by controlling an intake valve closing timing before an intake bottom dead center of an intake valve, during a period in which a combustion chamber has a negative pressure after the intake valve is closed. An intake / exhaust valve control device for a Miller cycle engine, wherein an exhaust valve is temporarily opened for internal EGR.
るように駆動する吸・排気弁駆動手段を備え、該吸気弁
の吸気下死点前の吸気弁閉時期を制御することにより吸
入空気量を制御するミラーサイクルエンジンにおいて、 前記吸気弁の閉弁後燃焼室内が負圧である期間を検出す
る負圧期間検出手段と、 前記負圧期間検出手段によって検出された負圧期間中
に、内部ＥＧＲ用に一時的に排気弁を開弁する内部ＥＧ
Ｒ用排気弁制御手段と、を含んで構成したことを特徴と
するミラーサイクルエンジンの吸・排気弁制御装置。2. An intake / exhaust valve driving means for driving an intake / exhaust valve to open / close at a set opening / closing timing, and by controlling an intake valve closing timing before the intake bottom dead center of the intake valve. In a Miller cycle engine that controls the amount of intake air, a negative pressure period detecting unit that detects a period in which the combustion chamber has a negative pressure after closing the intake valve; and a negative pressure period detected by the negative pressure period detecting unit. The internal EG for temporarily opening the exhaust valve for the internal EGR
An intake / exhaust valve control apparatus for a Miller cycle engine, comprising: an exhaust valve control means for R.
記負圧期間の終了近傍に設定されることを特徴とする請
求項１又は請求項２に記載のミラーサイクルエンジンの
吸・排気弁制御装置。3. The Miller cycle engine intake and exhaust system according to claim 1, wherein the internal EGR valve opening period of the exhaust valve is set near the end of the negative pressure period. Valve control device.
し、少なくとも所定の運転条件では、１つの吸気弁のみ
が開閉動作し、該開閉動作する吸気弁に対して対角線方
向にある排気弁が前記内部ＥＧＲ用に開弁されることを
特徴とする請求項１〜請求項３のいずれか１つに記載の
ミラーサイクルエンジンの吸・排気弁制御装置。4. An intake valve and an exhaust valve are provided two for each cylinder, and at least under a predetermined operating condition, only one intake valve opens and closes, and a diagonal direction with respect to the opening and closing intake valve. The intake / exhaust valve control apparatus for a Miller cycle engine according to any one of claims 1 to 3, wherein the exhaust valve (1) is opened for the internal EGR.
負荷条件で１個の吸気弁が開閉動作し、高速・高負荷条
件で２個の吸気弁が共に開閉動作することを特徴とする
請求項１〜請求項４のいずれか１つに記載のミラーサイ
クルエンジンの吸・排気弁制御装置。5. An intake valve having two intake valves for each cylinder, one intake valve opening and closing under low-speed and low-load conditions, and two intake valves opening and closing together under a high-speed and high-load condition. The intake / exhaust valve control device for a Miller cycle engine according to any one of claims 1 to 4, characterized in that:
なくとも低速・低負荷条件では１個の排気弁のみである
ことを特徴とする請求項１〜請求項５のいずれか１つに
記載のミラーサイクルエンジンの吸・排気弁制御装置。6. The exhaust valve according to claim 1, wherein the exhaust valve to be opened for the internal EGR is only one exhaust valve at least under a low-speed and low-load condition. An intake / exhaust valve control device for a Miller cycle engine as described above.
ンジンの運転条件に応じて設定されることを特徴とする
請求項１〜請求項６のいずれか１つに記載のミラーサイ
クルエンジンの吸・排気弁制御装置。7. The Miller cycle engine according to claim 1, wherein the internal EGR valve opening period of the exhaust valve is set according to operating conditions of the engine. Intake and exhaust valve control device.
時期と終了時期とをそれぞれエンジン運転条件に基づい
て設定することを特徴とする請求項１〜請求項７のいず
れか１つに記載のミラーサイクルエンジンの吸・排気弁
制御装置。8. The system according to claim 1, wherein a start time and an end time of the internal EGR valve opening period of the exhaust valve are respectively set based on engine operating conditions. An intake / exhaust valve control device for a Miller cycle engine as described above.
ンジンの冷却水温度によって補正して設定することを特
徴とする請求項１〜請求項８のいずれか１つに記載のミ
ラーサイクルエンジンの吸・排気弁制御装置。9. The Miller cycle according to claim 1, wherein the internal EGR valve opening period of the exhaust valve is set by correcting the period according to the engine coolant temperature. Engine intake and exhaust valve control device.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP02596498A JP3879227B2 (en) | 1998-02-06 | 1998-02-06 | Mirror cycle engine intake / exhaust valve control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP02596498A JP3879227B2 (en) | 1998-02-06 | 1998-02-06 | Mirror cycle engine intake / exhaust valve control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11223137A true JPH11223137A (en) | 1999-08-17 |
| JP3879227B2 JP3879227B2 (en) | 2007-02-07 |
Family
ID=12180429
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP02596498A Expired - Fee Related JP3879227B2 (en) | 1998-02-06 | 1998-02-06 | Mirror cycle engine intake / exhaust valve control system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3879227B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1104844A3 (en) * | 1999-12-03 | 2002-09-11 | Nissan Motor Co., Ltd. | Valve timing control for engine |
| WO2003058048A1 (en) * | 2002-01-14 | 2003-07-17 | Audi Ag | Method for evacuating the combustion chamber of an internal combustion engine |
| EP1338776A1 (en) * | 2002-02-20 | 2003-08-27 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Four stroke spark ignition engine with separate variable camshafts and method therefor |
| US6827051B2 (en) | 1999-12-03 | 2004-12-07 | Nissan Motor Co., Ltd. | Internal EGR quantity estimation, cylinder intake air quantity calculation, valve timing control, and ignition timing control |
| US7918090B2 (en) * | 2007-06-26 | 2011-04-05 | Hitachi, Ltd. | Method and apparatus for controlling an internal combustion engine |
| WO2012025662A1 (en) | 2010-08-26 | 2012-03-01 | Wärtsilä Finland Oy | Method for reducing emissions of an internal combustion engine and internal combustion engine |
| US9163559B2 (en) | 2010-12-17 | 2015-10-20 | Perkins Engines Company Limited | Internal combustion engine and a method of operation of an internal combustion engine |
-
1998
- 1998-02-06 JP JP02596498A patent/JP3879227B2/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1104844A3 (en) * | 1999-12-03 | 2002-09-11 | Nissan Motor Co., Ltd. | Valve timing control for engine |
| US6827051B2 (en) | 1999-12-03 | 2004-12-07 | Nissan Motor Co., Ltd. | Internal EGR quantity estimation, cylinder intake air quantity calculation, valve timing control, and ignition timing control |
| WO2003058048A1 (en) * | 2002-01-14 | 2003-07-17 | Audi Ag | Method for evacuating the combustion chamber of an internal combustion engine |
| EP1338776A1 (en) * | 2002-02-20 | 2003-08-27 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Four stroke spark ignition engine with separate variable camshafts and method therefor |
| US7918090B2 (en) * | 2007-06-26 | 2011-04-05 | Hitachi, Ltd. | Method and apparatus for controlling an internal combustion engine |
| WO2012025662A1 (en) | 2010-08-26 | 2012-03-01 | Wärtsilä Finland Oy | Method for reducing emissions of an internal combustion engine and internal combustion engine |
| US9163559B2 (en) | 2010-12-17 | 2015-10-20 | Perkins Engines Company Limited | Internal combustion engine and a method of operation of an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3879227B2 (en) | 2007-02-07 |
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