WO2010097918A1 - 内燃機関の可変動弁装置 - Google Patents
内燃機関の可変動弁装置 Download PDFInfo
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- WO2010097918A1 WO2010097918A1 PCT/JP2009/053441 JP2009053441W WO2010097918A1 WO 2010097918 A1 WO2010097918 A1 WO 2010097918A1 JP 2009053441 W JP2009053441 W JP 2009053441W WO 2010097918 A1 WO2010097918 A1 WO 2010097918A1
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- cylinder
- internal combustion
- combustion engine
- valve
- energization
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- 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
- F02D13/08—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing for rendering engine inoperative or idling
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
- F01L1/267—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with means for varying the timing or the lift of the valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
- F01L13/0015—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque
- F01L13/0036—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction
- F01L2013/0052—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations for optimising engine performances by modifying valve lift according to various working parameters, e.g. rotational speed, load, torque the valves being driven by two or more cams with different shape, size or timing or a single cam profiled in axial and radial direction with cams provided on an axially slidable sleeve
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2820/00—Details on specific features characterising valve gear arrangements
- F01L2820/03—Auxiliary actuators
- F01L2820/031—Electromagnets
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- 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
- F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
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- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the exhaust gas treating apparatus
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- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
- F02D2041/2024—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit the control switching a load after time-on and time-off pulses
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- 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
- F02D41/0002—Controlling intake air
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- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
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- 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
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- 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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/21—Elements
- Y10T74/2101—Cams
- Y10T74/2107—Follower
Definitions
- the present invention relates to a variable valve system for an internal combustion engine, and more particularly to a variable valve system for an internal combustion engine suitable for use in an internal combustion engine where fuel injection may be stopped during startup of a vehicle system.
- Patent Document 1 discloses a control device of a hybrid vehicle provided with an internal combustion engine and a motor generator directly connected to the internal combustion engine as a power source.
- This conventional internal combustion engine is provided with an intake and exhaust control device capable of stopping intake and exhaust valves of all cylinders in a closed state.
- the pumping loss of the internal combustion engine is reduced by stopping the intake and exhaust valves in the closed state. (When in cylinder stop mode).
- Patent Document 2 discloses a variable valve mechanism that can change the lift amount of a valve of an internal combustion engine by using an electrically driven actuator (solenoid).
- the present invention has been made to solve the problems as described above, and it is an internal combustion that can favorably reduce power consumption in a vehicle system in which the internal combustion engine may be stopped during startup of the vehicle system.
- An object of the present invention is to provide an engine variable valve system.
- a first invention relates to a variable valve device for an internal combustion engine, It is used for an internal combustion engine that is automatically stopped when a predetermined stop condition is satisfied during startup of a vehicle system, and is automatically restarted when a predetermined restart condition is satisfied, What is claimed is: 1.
- variable valve device capable of changing the operating state of at least one of an intake valve and an exhaust valve in a cylinder between a valve operating state and a valve stopping state
- the variable valve device is A first rocker arm that swings in synchronization with a cam of the internal combustion engine; A second rocker arm capable of pushing the intake valve or the exhaust valve; It has a switching pin arranged so as to be insertable into pin holes respectively formed in the first rocker arm and the second rocker arm, and the first rocker arm and the second rocker arm can be connected via the switching pin.
- the switching mechanism includes an electrically driven actuator that operates to move the switching pin directly or indirectly, The switching mechanism is in the connected state when the actuator is deenergized, and maintains the disconnected state by continuing the energization of the actuator.
- the variable valve device includes energization control means for energizing the actuator of each cylinder when fuel supply to the internal combustion engine is stopped in response to the establishment of the stop condition.
- the energization control means is a case where rotation of a crankshaft of the internal combustion engine is stopped during a period of energization of the actuator, and when the crankshaft is not driven by an external power, the operation to the actuator of each cylinder is performed. It is characterized by including an energization stop execution means for stopping energization.
- the switching mechanism is Biasing means for biasing the switching pin from the unconnected position toward the connected position; In accordance with the operation of the actuator at the time of energization, the switching pin is moved from the position of the connection state to the position of the non-connection state against the biasing force emitted by the biasing means using the rotational power of the cam. And displacing a pin drive mechanism, The pin drive mechanism is configured such that, when the energization of the actuator is stopped, the force for pressing the switching pin toward the non-connected position disappears.
- the variable valve device is Stop position determination means for determining a piston stop position of each cylinder when the internal combustion engine is stopped;
- the internal combustion engine may further include restart execution means for starting the start of the cylinder from which the intake stroke arrives first when the internal combustion engine is restarted with the establishment of the restart condition.
- the variable valve device is a device capable of changing the operating state of both the intake valve and the exhaust valve in each cylinder of the internal combustion engine between a valve operating state and a valve stopping state.
- the switching mechanism is Biasing means for biasing the switching pin from the unconnected position toward the connected position; In accordance with the operation of the actuator at the time of energization, the switching pin is moved from the position of the connection state to the position of the non-connection state against the biasing force emitted by the biasing means using the rotational power of the cam.
- the pin drive mechanism is configured such that, when the energization of the actuator is stopped, the force for pressing the switching pin toward the non-connected position disappears.
- the variable valve device is It further comprises in-cylinder pressure determination means for determining whether or not the in-cylinder pressure in at least one cylinder of the internal combustion engine is equal to or less than a predetermined value after the rotation of the crankshaft is stopped during the energization period.
- the energization stop execution means when the in-cylinder pressure in the at least one cylinder is equal to or less than the predetermined value after the rotation of the crankshaft is stopped during the energization period, the operation to the actuator of each cylinder is performed. It is characterized by including an energization continuation executing means for continuing energization.
- the fourth invention is the third invention,
- the energization control means controls the intake valve in each cylinder, and then controls the exhaust valve.
- Power supply order setting means for performing the power supply to the actuator in the order of the actuator responsible for The variable valve device is characterized in that the closing timing of the exhaust valve when the exhaust valve is stopped by the energization of the actuator is set to be near the top dead center. Do.
- the fifth invention is any of the second to fourth inventions,
- the variable valve device can change the operating state of at least the exhaust valve among the intake valve and the exhaust valve in each cylinder between a valve operating state and a valve stopping state for each cylinder of the internal combustion engine
- the energization control means controls the cylinder in which the piston is at least one of the compression stroke and the expansion stroke among the compression stroke, the expansion stroke, and the intake stroke.
- an exhaust side energization continuation execution means for continuing the energization of the actuator responsible for controlling the exhaust valve of the cylinder.
- the first invention when fuel supply to the internal combustion engine is stopped, at least one of the intake valve and the exhaust valve in each cylinder is closed by energizing the actuator of each cylinder. Ru. Thereby, it is possible to prevent the fresh air from being supplied to the catalyst disposed in the exhaust passage in the process of stopping the internal combustion engine, and when the catalyst is at a high temperature, the deterioration of the catalyst can be avoided. . Furthermore, according to the present invention, when the rotation of the crankshaft is stopped during the above-described energization period to the actuator, and the crankshaft is not driven by the external power, the energization to the actuator of each cylinder is stopped. .
- the switching mechanism in the second invention when energization of the actuator is stopped in a state where the switching pin is displaced to the position of the connection state, the switching pin is not connected by the biasing force generated by the biasing means. It will be returned to the position of the state. Therefore, it is necessary to wait for the cam to rotate when the internal combustion engine is restarted in order to subsequently energize the actuator and displace the switching pin to the coupled position.
- the switching mechanism having such a configuration is provided, restart is performed from the cylinder where the intake stroke comes first. This makes it possible to avoid the introduction of fresh air into the catalyst at the time of restart. For this reason, according to the present invention, it is possible to reliably prevent the deterioration of the catalyst at the time of stop and restart while well reducing the power consumption by the control of the first invention.
- the switching mechanism having the same configuration as that of the second aspect of the invention is provided, energization to the actuator of each cylinder is performed when restart is performed under a situation where the in-cylinder pressure is low. Can be prevented from returning to the valve operating state in the first one cycle of each cylinder after the restart. As a result, air can be prevented from being introduced into the cylinders of the cylinders that undergo an intake stroke during this one cycle, and the pressure in the combustion chambers of these cylinders can be kept low. As a result, the load required for cranking can be favorably reduced as compared to the case where the valve operation state is restored in the first one cycle after the restart.
- negative pressure can be effectively generated in the combustion chamber when the internal combustion engine is stopped.
- the effects of the third invention can be extracted more sufficiently.
- the air sucked into the combustion chamber from the crank chamber side while the internal combustion engine is stopped is It is possible to reliably prevent the supply from the cylinders to the catalyst at the time of restart.
- FIG. 1 is a diagram showing a schematic configuration of a drive system of a hybrid vehicle to which the present invention is applied. It is a figure for demonstrating the system configuration
- FIG. 7 It is a figure for demonstrating the detailed structure of the switching mechanism shown in FIG. It is the figure which looked at the switching mechanism from the axial direction (direction of the arrow B in FIG. 7) of a camshaft. It is a figure which shows the control state at the time of valve working state (at the time of normal lift operation). It is a figure which shows the control state at the time of the start of valve stop operation. It is a figure which shows the control state at the time of completion of slide operation. It is a figure which shows the control state at the time of the holding operation which hold
- FIG. 14 is a PV diagram when the rotation of the crankshaft is continued for several seconds after the valve stop control is performed according to the procedure shown in the second embodiment of the present invention.
- FIG. 1 is a diagram showing a schematic configuration of a drive system 10 of a hybrid vehicle to which the present invention is applied.
- the drive system 10 includes an internal combustion engine 12 and a vehicle drive motor (hereinafter simply referred to as "motor") 14 as a power source of the vehicle.
- the drive system 10 also includes a generator 16 that receives the supply of drive power to generate electric power.
- the internal combustion engine 12, the motor 14 and the generator 16 are mutually connected via a planetary gear type power split mechanism 18.
- a reducer 20 is connected to the rotation shaft of the motor 14 connected to the power split mechanism 18.
- the reduction gear 20 couples the rotation shaft of the motor 14 and the drive shaft 24 connected to the drive wheel 22.
- the power split mechanism 18 is a device that splits the driving force of the internal combustion engine 12 into the generator 16 side and the reduction gear 20 side. The distribution of driving force by the power split mechanism 18 can be arbitrarily changed.
- Drive system 10 further includes an inverter 26, a converter 28, and a high voltage battery 30.
- the inverter 26 is connected to the generator 16 and the motor 14, and is also connected to the high voltage battery 30 via the converter 28.
- the electric power generated by the generator 16 can be supplied to the motor 14 via the inverter 26 or can be charged to the high voltage battery 30 via the inverter 26 and the converter 28. Further, the power charged in the high voltage battery 30 can be supplied to the motor 14 via the converter 28 and the inverter 26.
- the drive wheels 22 can be rotated only by the driving force of the internal combustion engine 12 in a state in which the motor 14 is stopped based on a predetermined condition.
- the drive wheel 22 can also be rotated only by the driving force of the motor 14 in a state in which 12 is stopped.
- both the motor 14 and the internal combustion engine 12 can be operated, and the driving wheel 22 can be rotated by both driving forces.
- starting the internal combustion engine 12 can also be controlled by operating the internal combustion engine 12 by causing the generator 16 to function as a starter.
- the drive system 10 of the present embodiment is controlled by an ECU (Electronic Control Unit) 40.
- the ECU 40 comprehensively controls the entire drive system 10 including the internal combustion engine 12, the motor 14, the generator 16, the power split mechanism 18, the inverter 26, the converter 28, and the like.
- FIG. 2 is a diagram for explaining a system configuration of the internal combustion engine 12 shown in FIG.
- the internal combustion engine 12 has four cylinders (# 1 to # 4), and in-line four cylinders in which explosion strokes are performed at equal intervals in an order (one example) of # 1 ⁇ # 3 ⁇ # 4 ⁇ # 2
- a piston 42 is provided in the cylinder of the internal combustion engine 12.
- a combustion chamber 44 is formed on the top side of the piston 42 in the cylinder of the internal combustion engine 12.
- An intake passage 46 and an exhaust passage 48 communicate with the combustion chamber 44.
- an air flow meter 50 In the vicinity of the inlet of the intake passage 46, an air flow meter 50 is provided which outputs a signal according to the flow rate of air taken into the intake passage 46.
- a throttle valve 52 is provided downstream of the air flow meter 50.
- the throttle valve 52 is an electronically controlled throttle valve that can control the throttle opening independently of the accelerator opening.
- a fuel injection valve 54 for injecting fuel to the intake port of the internal combustion engine 12 is disposed downstream of the throttle valve 52.
- a spark plug 56 is attached to a cylinder head provided in the internal combustion engine 12 so as to project from the top of the combustion chamber 44 into the combustion chamber 44.
- the intake port and the exhaust port are provided with an intake valve 58 and an exhaust valve 60 for bringing the combustion chamber 44 and the intake passage 46, or the combustion chamber 44 and the exhaust passage 48 into conduction or blockage, respectively.
- the intake valve 58 and the exhaust valve 60 are driven by an intake variable valve device 62 and an exhaust variable valve device 64, respectively.
- the detailed configuration of these variable valve devices 62 and 64 will be described later with reference to FIGS. 3 to 13.
- a catalyst 66 for purifying exhaust gas is disposed in the exhaust passage 48.
- an A / F sensor 68 for detecting the air-fuel ratio of the exhaust gas is attached to the exhaust passage 48 on the upstream side of the catalyst 66.
- crank angle sensor 70 for detecting the engine speed
- coolant temperature sensor 72 for detecting the engine coolant temperature
- pressure in the combustion chamber 44 An in-cylinder pressure sensor 74 for detecting in-cylinder pressure) and an ignition switch (IG switch) 76 of the vehicle are connected.
- the various actuators described above are connected to the output of the ECU 40.
- the ECU 40 can control the operating state of the internal combustion engine 12 based on the sensor output.
- FIG. 3 is a diagram schematically showing the entire configuration of the intake variable valve device 62 shown in FIG.
- the intake variable valve system 62 is described as an example, the exhaust variable valve system 64 is also configured in the same manner as the intake variable valve system 62.
- the variable valve device 62 of the present embodiment includes a camshaft 80.
- the camshaft 80 is connected to the crankshaft 78 (see FIG. 2) by a timing chain or timing belt, and is configured to rotate at a half speed of the crankshaft 78.
- the camshaft 80 is formed with one main cam 82 and two sub cams 84 per cylinder.
- the main cam 82 is disposed between the two sub cams 84.
- the main cam 82 has an arc-shaped base circle portion 82a coaxial with the camshaft 80 (see FIG. 5), and a nose portion 82b (see FIG. 5) that bulges a part of the base circle radially outward. 5) and).
- the sub cam 84 is configured as a cam (zero lift cam) having only a base circular portion (see FIG. 6).
- a variable mechanism 86 is interposed between the cams 82 and 84 of each cylinder and the intake valve 58 (hereinafter simply referred to as the “valve 58”). That is, the acting force of the cams 82, 84 is transmitted to the two valves 58 through the variable mechanism 86.
- the valve 58 is opened and closed using the acting force of the cams 82 and 84 and the biasing force of the valve spring 88.
- the state shown in FIG. 3 represents a state in which the valve 58 of the # 1 cylinder is opened by receiving the force of the main cam 82.
- the variable mechanism 86 is a mechanism that changes the valve opening characteristic of the valve 58 by switching between a state in which the action force of the main cam 82 is transmitted to the valve 58 and a state in which the action force of the sub cam 84 is transmitted to the valve 58. .
- the state in which the action force of the sub cam 84 is transmitted to the valve 58 means the state in which the valve 58 is not opened or closed (valve rest state). I assume.
- variable valve device 62 of the present embodiment is provided with a switching mechanism 90 for driving each variable mechanism 86 to switch the operating state of the valve 58 between the valve operating state and the valve stopping state for each cylinder.
- a cam angle sensor 92 for detecting the rotation angle of the camshaft 80 is connected to the ECU 40. The switching mechanism 90 is driven in accordance with the drive signal from the ECU 40 described above.
- FIG. 4 is a view looking down the variable mechanism 86 shown in FIG. 3 from the proximal end side of the valve 58.
- the variable mechanism 86 includes a rocker shaft 94 disposed parallel to the camshaft 80.
- one first rocker arm 96 and a pair of second rocker arms 98 ⁇ / b> R and 98 ⁇ / b> L are rotatably attached to the rocker shaft 94.
- the first rocker arm 96 is disposed between the two second rocker arms 98R and 98L.
- the left and right second rocker arms 98R and 98L may be simply referred to as the second rocker arm 98 when not particularly distinguished.
- FIG. 5 is a view of the first rocker arm 96 viewed in the axial direction of the rocker shaft 94 (direction of arrow A in FIG. 4), and FIG. 6 is a rocker shaft similar to FIG. It is the figure seen from the axial direction of 94 (direction of arrow A).
- the first roller 100 is rotatably attached to an end of the first rocker arm 96 opposite to the rocker shaft 94 at a position where it can be in contact with the main cam 82.
- the first rocker arm 96 is biased by the coil spring 102 attached to the rocker shaft 94 so that the first roller 100 always abuts on the main cam 82.
- the proximal end of the valve 58 (specifically, the proximal end of the valve stem) is in contact with the end of the second rocker arm 98 on the opposite side of the rocker shaft 94.
- a second roller 104 is rotatably attached to a central portion of the second rocker arm 98.
- the rocker shaft 94 is supported via the lash adjuster 106 on a cam carrier (or a cylinder head or the like) which is a stationary member of the internal combustion engine 12. For this reason, the second rocker arm 98 is biased toward the sub cam 84 by receiving a push-up force from the lash adjuster 106.
- the first roller 100 abuts on the base circular portion 82 a of the main cam 82 (see FIG. 5), and the second roller 104 is the base of the sub cam 84.
- the axis of the second roller 104 and the axis of the first roller 100 are positioned on the same straight line L as shown in FIG. 4 when in contact with the circular portion (see FIG. 6). ing.
- the switching mechanism 90 is a mechanism for switching connection / disconnection between the first rocker arm 96 and the second rocker arm 98, whereby the operating force of the main cam 82 is transmitted to the second rocker arm 98. And the state where the action force is not transmitted to the second rocker arm 98, and the operating state of the valve 58 is between the valve operating state and the valve stopping state (the state where the valve 58 is closed in the valve closed state). It can be switched.
- FIG. 7 is a diagram for explaining the detailed configuration of the switching mechanism 90 shown in FIG.
- the variable mechanism 86 is represented using a cross section cut at the axial center position of the rollers 100 and 104. Further, from the viewpoint of making the description easy to understand, the mounting position of the camshaft 80 with respect to the mounting position of the variable mechanism 86 is shown in a state different from the actual mounting position except the axial position of the camshaft 80.
- a first pin hole 110 is formed so as to penetrate in the axial direction, and both ends of the first pin hole 110 are It is open on both sides of the first rocker arm 96.
- a cylindrical first switching pin 112 is slidably inserted into the first pin hole 110.
- a cylindrical second switching pin 118L is slidably inserted in the second pin hole 116L. Further, a return spring 120 for biasing the second switching pin 118L in the direction of the first rocker arm 96 (hereinafter referred to as "the advancing direction of the switching pin") is disposed in the second pin hole 116L. There is. In addition, a cylindrical second switching pin 118R is slidably inserted in the second pin hole 116R.
- the first roller 100 abuts on the base circular portion 82a of the main cam 82 (see FIG. 5), and the second roller 104 corresponds to the sub cam 84.
- the axis centers of the three pin holes 110, 116L and 116R are determined to be on the same straight line when in contact with the base circle (see FIG. 6).
- FIG. 8 is a view of the switching mechanism 90 as viewed from the axial direction of the camshaft 80 (the direction of the arrow B in FIG. 7).
- the switching mechanism 90 is provided with a slide pin 122 for displacing the switching pins 112, 118L, 118R toward the second rocker arm 98L side (in the withdrawal direction of the switching pin) using the rotational power of the main cam 82. ing. As shown in FIG.
- the slide pin 122 is provided with a cylindrical portion 122a having an end surface that abuts on the end surface of the second switching pin 118R.
- the cylindrical portion 122 a is axially movable in the axial direction and rotatably supported in the circumferential direction by a support member 124 fixed to the cam carrier.
- a rod-like arm portion 122b is provided so as to project outward in the radial direction of the cylindrical portion 122a. That is, the arm portion 122b is configured to be rotatable about the axial center of the cylindrical portion 122a. The distal end portion of the arm portion 122b is configured to extend to a position facing the circumferential surface of the camshaft 80, as shown in FIG. Further, a projection 122 c is provided at the tip of the arm 122 b so as to protrude toward the circumferential surface of the camshaft 80.
- a large diameter portion 126 having an outer diameter larger than that of the cam shaft 80 is formed on the outer peripheral surface of the cam shaft 80 opposed to the projection portion 122 c.
- a helical guide rail 128 extending in the circumferential direction is formed on the circumferential surface of the large diameter portion 126.
- the width of the guide rail 128 is formed to be slightly larger than the outer diameter of the protrusion 122 c.
- the switching mechanism 90 also includes an actuator 130 for inserting the protrusion 122 c into the guide rail 128. More specifically, the actuator 130 includes a solenoid 132 that is duty-controlled based on a command from the ECU 40, and a lock pin 134 that contacts the drive shaft 132a of the solenoid 132.
- the lock pin 134 is formed in a cylindrical shape.
- a spring 136 that emits a biasing force against the thrust of the solenoid 132 is hooked to the lock pin 134, and the other end of the spring 136 is fixed to a support member 138 fixed to a cam carrier which is a stationary member. It has been suspended.
- the lock pin 134 can be advanced by the thrust of the solenoid 132 overcoming the biasing force of the spring 136.
- the biasing force of the spring 136 allows the lock pin 134 and the drive shaft 132a to be quickly retracted to the predetermined position.
- the lock pin 134 is restrained by the support member 138 from moving in the radial direction.
- the position where the lock pin 134 can press the pressing surface 122d of the tip of the arm portion 122b of the slide pin 122 (surface opposite to the surface provided with the protrusion 122c) toward the guide rail 128 , And fixed to a stationary member such as a cam carrier.
- the pressing surface 122 d is provided in such a shape and position that the protrusion 122 c can be pushed toward the guide rail 128 by the lock pin 134.
- the arm portion 122b of the slide pin 122 is set rotatably around the axial center of the cylindrical portion 122a within a range constrained by the large diameter portion 126 on the camshaft 80 side and the stopper 140.
- the lock pin 134 driven by the solenoid 132 is the pressing surface 122d of the arm portion 122b.
- the positional relationship of each component is set so as to be able to abut against each other.
- a spring 142 is attached to the arm portion 122 b to bias the arm portion 122 b toward the stopper 140.
- the direction of the spiral of the guide rail 128 of the camshaft 80 is such that when the camshaft 80 rotates in a predetermined rotational direction shown in FIG. It is set to displace the switching pins 112, 118L, 118R in the direction in which they move away from the biasing force of the levers so as to approach the rocker arms 96, 98.
- the second switching pin 118L is inserted into both the second pin hole 116L and the first pin hole 110, and the first switching pin 112 is inserted into the first pin hole 110.
- the position of the slide pin 122 when it is inserted into both the second pin hole 116R and the second pin hole 116R is referred to as "displacement end Pmax1".
- the slide pin 122 is positioned at the displacement end Pmax1, the first rocker arm 96 and the second rocker arms 98R and 98L are all connected.
- the position of the proximal end 128a of the guide rail 128 in the axial direction of the camshaft 80 is set to coincide with the position of the projection 122c when the slide pin 122 is positioned at the displacement end Pmax1.
- the position of the end 128b of the guide rail 128 in the axial direction of the camshaft 80 is set to coincide with the position of the projection 122c when the slide pin 122 is positioned at the displacement end Pmax2. That is, in the present embodiment, the slide pin 122 is configured to be displaceable between the displacement ends Pmax1 and Pmax2 within the range where the projection 122c is guided by the guide rail 128.
- the guide rail 128 of the present embodiment is a guide rail 128 as the camshaft 80 rotates as a predetermined section on the end 128 b side after the slide pin 122 reaches the displacement end Pmax 2.
- a shallow bottom portion 128c in which The depth of the portion of the guide rail 128 other than the shallow bottom portion 128 c is constant.
- a notch portion 122e formed in a concave shape by notching a part of the pressing surface 122d is provided.
- the pressing surface 122 d is provided so as to be kept in contact with the lock pin 134 while the slide pin 122 is displaced from the displacement end Pmax 1 to Pmax 2.
- the notch portion 122e is It is provided at an engageable site.
- the notch 122e can restrict rotation of the arm 122b in the direction in which the protrusion 122c is inserted into the guide rail 128, and restrict movement of the slide pin 122 in the advancing direction of the switching pin It is formed to engage with the lock pin 134 in a manner as described above. More specifically, the notch portion 122e is provided with a guide surface 122f for guiding the slide pin 122 so as to be separated from the large diameter portion 126 as the lock pin 134 enters the notch portion 122e.
- FIG. 9 is a diagram showing a control state when the valve is in operation (in normal lift operation).
- the drive of the solenoid 132 is turned off, whereby the slide pin 122 receives the biasing force of the return spring 120 in a state of being separated from the camshaft 80. It is located at the displacement end Pmax1.
- the first rocker arm 96 and the two second rocker arms 98 are connected via the switching pins 112 and 118L.
- FIG. 10 is a diagram showing a control state at the start of the valve stop operation.
- the valve stop operation is performed, for example, when a request for execution of a predetermined valve stop operation such as a fuel cut request for the internal combustion engine 12 is detected by the ECU 40.
- a valve stopping operation is an operation of displacing the switching pins 112, 118L, 118R by the slide pin 122 using the rotational power of the main cam 82, so these switching pins 112, 118L, 118R It is necessary to be performed when the axes of the two are aligned in the same straight line, that is, when the first rocker arm 96 is not swinging.
- the guide rail 128 is set such that the section in which the slide pin 122 performs the sliding operation in the withdrawal direction of the switching pin corresponds to the inside of the base circle section of the main cam 82. For this reason, when the ECU 40 detects a request for execution of a predetermined valve stop operation, as shown in FIG. 10B, the projection portion is generated by driving the solenoid 132 sequentially from the cylinder where the base circle section arrives first. The 122c is inserted into the guide rail 128, and the valve stop operation of each cylinder starts in order. Then, the protrusion 122c inserted into the guide rail 128 is guided by the guide rail 128, and as shown in FIG. 10A, the rotational force of the main cam 82 is used to move to the displacement end Pmax2 side. Then, the slide operation of the slide pin 122 is started.
- FIG. 11 is a diagram showing a control state when the slide operation is completed. While the slide operation is being performed, the slide pin 122 moves toward the displacement end Pmax2 in a state where the biasing force of the return spring 120 is received by the protrusion 122c being in contact with the side surface of the guide rail 128 .
- FIG. 11A shows the timing when the slide pin 122 reaches the displacement end Pmax2 and the slide operation at the time of a valve stop request is completed, that is, the first switching pin 112 and the second switching pin 118L respectively have the first pin holes 110.
- the timing when the connection between the first rocker arm 96 and the second rocker arms 98R and 98L is released is shown by being accommodated in the second pin hole 116L. Further, at this timing, as shown in FIG. 11B, the position of the protrusion 122c in the guide rail 128 has not yet reached the shallow bottom portion 128c.
- the coil spring 102 is directed to the main cam 82 as the main cam 82 rotates.
- the biased first rocker arm 96 will swing alone. Therefore, the force of the main cam 82 is not transmitted to the two second rocker arms 98.
- the sub cam 84 with which the second rocker arm 98 abuts is a zero lift cam, a force for driving the valve 58 is given to the second rocker arm 98 where the acting force of the main cam 82 is not transmitted. It will not be possible.
- the second rocker arm 98 is at rest, so that the lift operation of the valve 58 is stopped.
- FIG. 12 and 13 are diagrams showing a control state at the time of holding operation for holding the slide pin 122 by the lock pin 134.
- FIG. 12 shows a state in which the first rocker arm 96 is not rocking (lifting)
- FIG. 13 shows the rocking motion of the first rocker arm 96 It shows a state in which the lift operation is performed.
- the lock pin 134 is engaged with the notch 122e.
- the slide pin 122 receives the biasing force of the return spring 120 by the lock pin 134 in a state where the protrusion 122c is separated from the camshaft 80. It will be held in a receiving state. Therefore, during the holding operation, as shown in FIGS. 12A and 13A, the first rocker arm 96 and the second rocker arm 98 are not connected, that is, the valve is stopped. Will be maintained.
- valve return operation for returning to the valve operation state where the normal lift operation is performed from the valve stop state is performed, for example, when an execution request for a predetermined valve return operation such as a return request from fuel cut is detected by the ECU 40 It will be.
- a predetermined timing a predetermined time required for the operation of the solenoid 132 than the start timing of the base circle section at which the switching pin 112 etc. can move
- the timing is started by turning off the power supply to the solenoid 132 at an earlier timing.
- the solenoid 132 is deenergized, the engagement between the notch 122e of the slide pin 122 and the lock pin 134 is released.
- the force for holding the first switching pin 112 and the second switching pin 118L in the first pin hole 110 and the second pin hole 116L against the biasing force of the return spring 120 disappears.
- the solenoid 132 is turned on to insert the protrusion 122c into the guide rail 128, thereby the slide pin 122 utilizing the rotational force of the camshaft 80,
- the switching pin 112 or the like can be moved in the direction of withdrawal of the switching pin.
- the movement of the rocker arms 96, 98 and the movement of the switching pin 118 etc. are made in fine mechanical synchronization, so that the first rocker arm 96 and the two second rocker arms 98 and 98 can be combined during one base circle section. Can be quickly switched from the connected state to the disconnected state. Thus, the valve can be stopped.
- the solenoid 132 is deenergized to release the engagement between the slide pin 122 and the lock pin 134, thereby utilizing the biasing force of the return spring 120 to switch the switching pin 112.
- the slide pin 122 can be moved in the advancing direction of the switching pin.
- the shutdown of the internal combustion engine 12 is performed by stopping the fuel supply. However, even if the fuel supply to the internal combustion engine 12 is stopped under the condition where power for rotating the crankshaft 78 from the outside (the driving wheel 22 and the generator 16) is not received, the moving parts (crankshaft 78, The operation of the internal combustion engine 12 (rotation of the crankshaft 78) is not immediately stopped due to the presence of the inertia force of the piston 42, flywheel etc.), and the crankshaft 78 rotates for a while. Therefore, if the intake and exhaust valves 58 and 60 operate normally, fresh air with high oxygen concentration is supplied to the catalyst 66 during that time. As a result, when the catalyst 66 is in a high temperature state, the catalyst 66 may be deteriorated.
- the solenoids 132 respectively provided on the intake side and the exhaust side of each cylinder are energized. It is conceivable to keep the intake and exhaust valves 58, 60 closed. However, in the case of the variable valve system 62, 64 of the present embodiment, in order to maintain the intake and exhaust valves 58, 60 in the closed state, it is necessary to continue the energization of the solenoid 132. For this reason, when the startup time of the vehicle system (the travel time by the motor 14 or the vehicle temporary stop time) in the state where the internal combustion engine 12 is stopped becomes long, the energization time to the solenoid 132 becomes long. As a result, the fuel efficiency of the internal combustion engine 12 may be deteriorated.
- the vehicle in order to reduce power consumption while preventing deterioration of the catalyst 66 at the time of automatic stop of the internal combustion engine 12, the vehicle under the situation where the temperature of the catalyst 66 is equal to or higher than the deterioration concern temperature of the catalyst 66. If the fuel supply to the internal combustion engine 12 is stopped during startup of the system, the intake and exhaust valves 58 and 60 of each cylinder are closed by continuously applying power to the solenoid 132 of each cylinder. It stopped at. Then, the rotation of the crankshaft 78 of the internal combustion engine 12 is stopped during the energization period of the solenoid 132, and the crankshaft 78 is driven by the external power (the driving force of the generator 16 or the rotational reaction force from the drive wheel 22). When it is not driven, energization of the solenoid 132 is stopped.
- FIG. 14 is a time chart for illustrating the operation at the time of automatic stop of internal combustion engine 12 in the first embodiment of the present invention. More specifically, FIG. 14 (A) shows a waveform of the engine speed NE at the time of automatic stop, and FIG. 14 (B) shows a waveform showing the success or failure of the fuel cut F / C flag.
- FIG. 14C shows a change in drive duty ratio of the solenoid 132 that drives the lock pin 134
- FIG. 14D shows a waveform of the intake pressure PM.
- FIGS. 14E and 14F respectively show the execution timing of fuel injection and ignition of each cylinder.
- FIG. 14G shows the waveform of the air-fuel ratio of the exhaust gas detected by the A / F sensor 68
- FIG. 14H shows the waveform showing the change of the crank angle.
- the time chart shown in FIG. 14 shows an example in which the operation of the internal combustion engine 12 is stopped sequentially from the # 3 cylinder.
- energization of the solenoid 132 is sequentially started from the # 3 cylinder, whereby the operation of the intake and exhaust valves 58 and 60 is stopped sequentially from the # 3 cylinder.
- the fuel cut F / C execution flag is set to ON at the same time when energization of the solenoid 132 is started.
- FIG. 14 (E) fuel injection to each cylinder is stopped in synchronization with the valve stop, and as shown in FIG. 14 (F), ignition to each cylinder is also stopped. It will be done.
- the engine speed NE gradually decreases and eventually becomes zero.
- the duty ratio of the solenoid 132 is a value necessary to maintain the intake and exhaust valves 58 and 60 in the closed state (holding duty ratio Lowered to In addition, since the air does not flow from the intake side to the exhaust side by stopping the valves of the respective cylinders, the intake pressure PM increases toward the atmospheric pressure.
- fresh air can be prevented from being supplied to the catalyst 66 by maintaining the intake and exhaust valves 58 and 60 in the closed state in the process of stopping the internal combustion engine 12. For this reason, as shown in FIG. 14G, the air-fuel ratio A / F of the exhaust gas supplied to the catalyst 66 is maintained at a value near the stoichiometric air-fuel ratio (stoichiometric), so the catalyst 66 is oxidized and Deterioration can be avoided.
- the control example shown in FIG. 14 is a case where the crankshaft 78 is not driven by the external power.
- the solenoid 132 is turned off after confirming that the engine speed NE has become zero, the rotation of the crankshaft 78 is stopped, so air flows toward the catalyst 66.
- the catalyst 66 is not oxidized as shown in FIG. 14 (G). For this reason, even if the catalyst 66 is in a high temperature state, the power consumption can be favorably reduced while preventing the deterioration of the catalyst 66. As a result, the fuel consumption of the internal combustion engine 12 can be improved.
- valves 58 and 60 in the state where the main cam 82 is pushing the first rocker arm 96 (the nose 82 b of the main cam 82 and the first rocker arm 96 are in contact with each other) After the shaft 80 rotates and the main cam 82 does not push the first rocker arm 96, the valve operation state is restored.
- the solenoid 132 is temporarily reset to suppress deterioration of the catalyst 66 at the time of restart (at the time of cranking) in the state of being returned to the valve operating state. Even if energization is started, it takes a predetermined time to switch the operating state of the valves 58 and 60. More specifically, in the case of the configuration of the variable valve device 62, 64 according to the present embodiment, as described above, the protrusion 122c is inserted into the guide rail 128 by starting energization of the solenoid 132.
- control at the time of the automatic stop mentioned above in order to solve the problem at the time of the restart as described above if the energization to the solenoid 132 is continued at the automatic stop, the problem at the restart is Even if it can be eliminated, it will not be possible to reduce the power consumption at the time of automatic stop. Therefore, in the present embodiment, at the time of the automatic stop, control is performed to turn off the energization of the solenoid 132 as described above, and at the time of the subsequent restart, starting from the cylinder where the intake stroke first arrives at the restart ) To start.
- FIG. 15 is a diagram showing the operating state of each cylinder when the rotation of the crankshaft 78 is stopped in a state where the crank angle is 420 ° CA.
- the crank angle when the piston 42 of the # 1 cylinder is at the compression top dead center is 0 ° CA.
- FIG. 16 is a view showing an example of valve timing of the intake and exhaust valves 58 and 60. As shown in FIG. Here, as shown in FIG. 16, after the intake valve 58 opens at intake top dead center (TDC) and then closes in the middle of the compression stroke, and after the exhaust valve 60 opens in the middle of the expansion stroke, The valve timing set to close at the dead point is shown as an example.
- TDC intake top dead center
- FIG. 15B is a diagram showing the order of cylinders that return to the valve operation state at the time of restart in the case shown in FIG. 15A divided into the intake side and the exhaust side. That is, even when energization to the solenoid 132 of each cylinder is started at the time of restart, the intake valve 58 returns to the valve operation (lift) state in the order of # 3 cylinder, # 4 cylinder and # 2 cylinder. Resulting in. However, the # 2 cylinder may not return depending on the piston stop position and the valve timing as described above. Note that, for the # 1 cylinder, it is possible to stop the valve after the restart.
- the exhaust valve 60 returns to the valve operation (lift) state in the order of the # 4 cylinder, the # 2 cylinder, and the # 1 cylinder.
- the # 1 cylinder may not return depending on the piston stop position and the valve timing as described above. Note that, for the # 1 cylinder, it is possible to stop the valve after the restart.
- the # 3 cylinder is first selected as the cylinder for starting the start (combustion).
- the internal combustion engine 12 is automatically stopped, unlike when the IG switch 76 is turned off and stopped, the power supply of the vehicle system remains in operation. Therefore, based on the outputs of the crank angle sensor 70 and the cam angle sensor 92, the ECU 40 can grasp the stop position of the piston 42 of each cylinder and the stop position of the camshaft 80 during automatic stop. Therefore, at the time of restart, the ECU 40 can select the # 3 cylinder and immediately start fuel supply and ignition, whereby start can be started from the # 3 cylinder.
- FIG. 17 is a flowchart of a routine executed by the ECU 40 in the first embodiment to realize the control at the time of automatic stop of the internal combustion engine 12 and the control at the time of restart of the internal combustion engine 12 described above.
- the crankshaft 78 is not rotationally driven.
- various sensors connected to the ECU 40 determine whether a predetermined automatic stop condition of the internal combustion engine 12 is satisfied (the automatic stop request is made) during startup of the vehicle system. The determination is made based on the information (step 100).
- the temperature of the catalyst 66 is equal to or higher than a predetermined value (step 102).
- the predetermined value is a value set in advance as a threshold for determining whether or not the occurrence of deterioration is a concern when air having a high oxygen concentration is supplied to the catalyst 66.
- the temperature of the catalyst 66 can be estimated by acquiring the engine coolant temperature, the engine load history, and the like based on the information from the various sensors.
- the temperature of the catalyst 66 is not limited to the method of acquiring by estimation, and may be measured using a sensor.
- step 102 If it is determined in step 102 that the temperature of the catalyst 66 is lower than the predetermined value, fuel injection and ignition of each cylinder are stopped at a predetermined timing to stop the internal combustion engine 12 (step 104) ). On the other hand, when it is determined that the temperature of the catalyst 66 is equal to or higher than the predetermined value, energization of the solenoid 132 is turned on in order to maintain the intake and exhaust valves 58 and 60 of each cylinder in the closed state ( At the same time as step 106), fuel injection and ignition of each cylinder are stopped (step 108).
- step 110 it is determined whether the engine speed NE has become zero along with the processing of the above steps 106 and 108 (step 110).
- step 110 when the determination in step 110 is established on the premise that the crankshaft 78 is not rotationally driven when the internal combustion engine 12 is automatically stopped, the rotation of the crankshaft 78 is stopped. In this case, it is determined that the case where the crankshaft 78 is not driven is established. However, for example, when the connection between the internal combustion engine and the motor or the drive wheel is controlled using a clutch, the crankshaft is driven by the external power by further determining the operating state of the clutch in step 110. It may be determined whether or not it is not.
- step 110 If it is determined in step 110 that the engine speed NE has become zero, the energization of the solenoid 132 is turned off (step 112).
- step 114 it is determined based on information from various sensors connected to the ECU 40 whether or not the restart condition of the internal combustion engine 12 is satisfied (requirement of restart request) (step 114).
- the cylinder to which the intake stroke first arrives at the time of restart is specified based on the output of the crank angle sensor 70 etc. (Fuel injection and ignition) is started (step 116).
- the operation of the valves 58 and 60 is achieved by driving the slide pin 122, which operates in response to the energization of the solenoid 132, by the guide rail 128 using the rotational power of the main cam 82.
- the switching pins 112, 118L and 118L are moved.
- the first rocker arm and the second rocker arm are connected when the power is not supplied, and the first rocker arm and the second rocker arm are not connected by continuing the power supply. As long as it is configured to be maintained, it is not limited to such one that operates the switching pin indirectly.
- the solenoid is disposed at a position where the switching pins 112, 118L, 118R can be driven in the direction of its exit, and the switching pins 112, 118L, 118R are directly driven by energizing the solenoids.
- the electrically driven actuator may be, for example, an OCV in a configuration in which the operating state of the valve is switched by an oil pressure controlled by an oil control valve (OCV) whose energization is duty-controlled.
- OCV oil control valve
- the solenoids 132 are provided on the intake side and the exhaust side of all the cylinders.
- at least one of the intake valve and the exhaust valve in each cylinder can be in the valve stop state. That is, if one of the intake valve and the exhaust valve in each cylinder is in the valve stop state, fresh air does not blow out from the intake passage side to the exhaust passage side. Therefore, in the present embodiment, in each cylinder, the solenoid 132 may be provided only on either the intake side or the exhaust side.
- the “energization control means” in the first invention executes the processing in steps 110 and 112 by the ECU 40 executing the processing in steps 100 and 106.
- the "energization stop execution means” in the first invention is realized.
- the return spring 120 corresponds to the “biasing means” in the second invention
- the slide pin 122 and the guide rail 128 correspond to the "pin drive mechanism" in the second invention. It corresponds.
- the ECU 40 determines the piston stop position of each cylinder based on the outputs of the crank angle sensor 70 and the cam angle sensor 92, so that the "stop position determining means" in the second aspect of the present invention
- the “restart execution means” in the second invention is realized by executing the processing.
- Second Embodiment Second Embodiment A second embodiment of the present invention will now be described with reference to FIGS.
- the system of the present embodiment can be realized by causing the ECU 40 to execute a routine shown in FIG. 20, which will be described later, in place of the routine shown in FIG. 17 using the hardware configuration shown in FIGS. is there.
- the solenoid 132 when the internal combustion engine 12 is automatically stopped and the valve stop control is performed to stop the intake and exhaust valves 58 and 60 of each cylinder in the closed state, the solenoid 132 is turned off after the engine speed NE becomes zero. The power supply is turned off.
- the present embodiment is characterized in the timing at which the energization of the solenoid 132 is turned off after the engine speed NE becomes zero. Specifically, when the in-cylinder pressure is equal to or less than the predetermined value after the engine rotational speed NE has become zero, energization of the solenoid 132 is continued, and the in-cylinder pressure becomes higher than the predetermined value. Then, the solenoid 132 is deenergized.
- the valve stop control is performed in the following procedure so that the in-cylinder pressure becomes a sufficient negative pressure immediately after the internal combustion engine 12 is automatically stopped. That is, when stopping the intake and exhaust valves 58 and 60 at the time of automatic stop, in each cylinder, after the operation of the intake valve 58 is first stopped, the operation of the exhaust valve 60 is stopped. Further, at the exhaust valve timing shown in FIG. 16 (B), the exhaust valve 60 is set to stop at intake / exhaust top dead center. Therefore, when the operation of the intake and exhaust valves 58 and 60 is stopped in such a procedure, the gas in the cylinder is sufficiently discharged to the exhaust passage 48 side, and the valve stop state is realized.
- FIG. 18 is a PV diagram when the rotation of the crankshaft 78 is continued for several seconds after the valve stop control is performed according to the above-described procedure.
- the valve stop control is performed according to the above procedure, as shown in FIG. 18, immediately after the valve stop, the in-cylinder pressure becomes almost atmospheric pressure in the state where the piston 42 is located at the top dead center. As 42 is lowered, the in-cylinder pressure is greatly reduced.
- FIG. 19 is a diagram for explaining the flow of air from the crank chamber side to the combustion chamber 44 side when the cylinder interior is under negative pressure.
- the pressure in the cylinder becomes negative
- air in the crank chamber flows into the combustion chamber through the gap between the piston 42 and the cylinder wall as shown in FIG.
- the in-cylinder pressure increases with the passage of time.
- the operation of the automatic stop itself is completed in several seconds as shown in FIG. Therefore, immediately after the above-described adjustment of the piston stop position is performed after the rotation of the crankshaft 78 is stopped, the in-cylinder pressure is in a state where the negative pressure is sufficiently reduced.
- the in-cylinder pressure is largely negative as described above, as described at the beginning of the second embodiment, energization to the solenoid 132 is continued. Then, when the in-cylinder pressure approaches the atmospheric pressure as air flows from the crank chamber into the cylinder with the passage of time thereafter, the energization of the solenoid 132 is turned off.
- the solenoid 132 is restarted when the in-cylinder pressure is low.
- the solenoid 132 is restarted when the in-cylinder pressure is low.
- the cylinder receiving the intake stroke in this one cycle in the case of the example shown in FIG. 15A, the # 3 cylinder, the # 4 cylinder, and further, the # 2 cylinder with the above condition
- Air can be prevented from being introduced, and the inside of the combustion chamber 44 of these cylinders can be kept under negative pressure.
- the load required for cranking (power consumption of the generator 16 functioning as a starter) is compared with the case where the valve operation state is restored in the first one cycle after restart (when energization of the solenoid 132 is turned off). Can be reduced well.
- the stop position of the piston 42 of each cylinder is adjusted to be near the middle between the top dead center and the bottom dead center.
- the pistons 42 of the respective cylinders are stopped at regular intervals without such consideration, for example, in a cylinder in which the pistons 42 are stopped near the bottom dead center, the amount of air in the cylinders increases with time after automatic stop. As it increases, the load required for cranking will increase. On the other hand, the load required for cranking can be reduced by the above-mentioned consideration to the stop position of the piston 42. Moreover, the vibration accompanying execution of cranking can also be reduced.
- FIG. 20 is a flowchart of a routine that the ECU 40 executes in the second embodiment to realize the above-described function.
- the same steps as the steps shown in FIG. 17 in the first embodiment will be assigned the same reference numerals, and the description thereof will be omitted or simplified.
- step 110 when it is determined in step 110 that the engine rotational speed NE has become zero, the generator 16 is set so that the stop position of the piston 42 of each cylinder is near the middle between the top dead center and the bottom dead center. Thus, the rotational position of the crankshaft 78 is adjusted (step 202).
- step 204 it is determined whether the in-cylinder pressure of each cylinder is equal to or less than a predetermined value.
- the predetermined value in the present step 204 is, as described above, a negative pressure value close to the atmospheric pressure.
- the in-cylinder pressure of each cylinder approaches the atmospheric pressure as time passes after the automatic stop. Therefore, the load required for cranking in the valve stop state increases with the passage of time. For this reason, the predetermined value is set such that the balance between the amount of power consumption by continuing energization of the solenoid 132 and the amount of energy saving required for cranking is positive.
- step 204 If it is determined in step 204 that the in-cylinder pressure of each cylinder is less than or equal to the predetermined value, it is determined whether a restart condition for the internal combustion engine 12 is satisfied (step 206). As a result, when the restart request is issued in a state where the in-cylinder pressure is equal to or less than the predetermined value, cranking of the predetermined number of cycles is performed with the solenoid 132 continued while the energization of the solenoid 132 is continued. Start-up (fuel injection and ignition) is performed (step 208).
- step 204 if it is determined in step 204 that the in-cylinder pressure of each cylinder has become higher than the predetermined value, the energization of the solenoid 132 is turned off (step 112). Thereafter, when the restart condition is satisfied in step 114, start (fuel injection and ignition) of the internal combustion engine 12 is executed with cranking of a predetermined number of cycles (step 210).
- the in-cylinder pressure of each cylinder is equal to or less than the above-mentioned predetermined value after completion of the automatic stop, using the output of the in-cylinder pressure sensor 74 provided for each cylinder.
- the timing at which the energization of the solenoid 132 is turned off is determined.
- the method for determining such timing is not limited to that performed using the output of the in-cylinder pressure sensor 74.
- the elapsed time after completion of the automatic stop of the internal combustion engine 12 has reached a predetermined value It may be determined whether or not.
- the stop position of the piston 42 of each cylinder is adjusted to near the middle of the top dead center and the bottom dead center after completion after the automatic stop. Further, the valve stop operation is completed under the condition where the exhaust valve 60 of each cylinder is located at the intake and exhaust top dead center.
- the internal combustion engine 12 is a four-cylinder engine in which the explosion intervals are equal
- the in-cylinder pressure of each cylinder becomes substantially equal negative pressure after the automatic stop.
- the pistons 42 of the respective cylinders are to be stopped in a jerky manner without the adjustment of the piston stop position described above, the pistons 42 top dead in order to determine the timing of turning off the energization of the solenoid 132. In a cylinder stopped at a position sufficiently away from the point, negative pressure may be detected during automatic stop.
- the ECU 40 executes the process of step 204, and the "in-cylinder pressure determination means" of the third invention determines that the determination of step 204 is satisfied.
- the "energization continuation execution means" in the third aspect of the present invention is realized by not turning off the energization.
- the “energization order setting means” in the fourth aspect of the present invention is realized by the ECU 40 executing the processes of steps 100 and 200 described above.
- FIGS. 21 and 22 A third embodiment of the present invention will now be described with reference to FIGS. 21 and 22.
- the system according to the present embodiment can be realized by causing the ECU 40 to execute a routine shown in FIG. 22 described later instead of the routine shown in FIG. 17 using the hardware configuration shown in FIGS. is there.
- FIG. 21 is a diagram showing an operation state of each cylinder when the rotation of the crankshaft 78 is stopped in a state where the crank angle is 420 ° CA.
- FIG. 21 shows the same relationship as that of FIG. 15 (A) as an example.
- the energization of the solenoid 132 is temporarily turned off at the time of automatic stop of the internal combustion engine 12, the energization of the solenoid 132 is temporarily suspended at restart. Even if the exhaust valve 60 is operated for the exhaust stroke surrounded by triangles in FIG.
- the exhaust valve The energization of the solenoid 132 for controlling 60 is exceptionally continued. That is, as for the exhaust valves 60 of these cylinders, the valve stop state is continued even after the completion of the automatic stop.
- the exhaust valve 60 which is the target of the energization control
- the exhaust valve 60 of the cylinder (# 3 cylinder in the example shown in FIG. 21) in the exhaust stroke during automatic stop is closed while the exhaust stroke in progress is in progress during the automatic stop. It is maintained in the valve state.
- the exhaust valve 60 can be brought into the valve stop state by energizing the solenoid 132 immediately upon restart.
- the # 3 cylinder corresponds to the first start cylinder of the start operation at the time of restart in the first embodiment described above. Therefore, even if the starting operation is performed in the present embodiment, air can be prevented from flowing into the catalyst 66 without combustion.
- FIG. 22 is a flowchart of a routine that the ECU 40 executes in the third embodiment to realize the above-described function.
- the same steps as the steps shown in FIG. 17 in the first embodiment will be assigned the same reference numerals, and the description thereof will be omitted or simplified.
- step 110 if it is determined in step 110 that the engine speed NE has become zero at the time of automatic stop, exhaust of a cylinder in any of the compression stroke, expansion stroke, and intake stroke during automatic stop It is determined whether it is the valve 60 or the other valves 58 and 60 (step 300).
- step 302 energization to the solenoid 132 responsible for controlling the exhaust valve 60 is continued (step 302) .
- the solenoid 132 responsible for controlling these valves 58, 60 The energization is turned off (step 304). The description of the processing of the subsequent steps 114 and 116 is omitted.
- the solenoid 132 is continuously energized for the exhaust valve 60 of the cylinder in any one of the compression stroke, the expansion stroke, and the intake stroke during the automatic stop of the internal combustion engine 12. I have to. However, as described above, for the exhaust valve 60 of the cylinder in the intake stroke in this case, depending on the piston stop position and the valve timing of the exhaust valve 60, the solenoid 132 is immediately energized at restart. The operation of the exhaust valve 60 may be stopped in the first exhaust stroke. Therefore, in the processing of the routine shown in FIG. 22 above, it is determined more strictly whether or not energization to the solenoid 132 responsible for control of the exhaust valve 60 is necessary, and if not necessary, to the solenoid 132. The energization may be stopped.
- the energization control of the exhaust side solenoid 132 in the third embodiment described above may be executed together with the energization control of the solenoid 132 in the second embodiment described above.
- the solenoids 132 are provided on the intake side and the exhaust side of all the cylinders.
- the solenoid 132 may be provided only on the exhaust side of all the cylinders.
- the “exhaust side energization continuation execution means” in the fifth aspect of the present invention is realized by the ECU 40 executing the processing of steps 110, 300, and 302.
- variable valve devices 62 and 64 used in the internal combustion engine 12 mounted on the hybrid vehicle have been described as an example.
- the internal combustion engine to which the present invention is applied is automatically stopped when the predetermined stop condition is satisfied during startup of the vehicle system, and automatically restarted when the predetermined restart condition is satisfied.
- it is not limited to the hybrid vehicle, and may be, for example, a vehicle having an idling stop function during startup of the vehicle system.
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Abstract
Description
車両システムの起動中に所定の停止条件が成立する場合に自動的に停止させられ、所定の再始動条件が成立する場合に自動的に再始動させられる内燃機関に用いられ、当該内燃機関の各気筒において吸気バルブおよび排気バルブのうちの少なくとも一方のバルブの動作状態を、弁稼動状態と弁停止状態との間で変更可能な可変動弁装置であって、
前記可変動弁装置は、
内燃機関のカムと同期して揺動する第1ロッカーアームと、
前記吸気バルブまたは前記排気バルブを押動可能な第2ロッカーアームと、
前記第1ロッカーアームおよび前記第2ロッカーアームにそれぞれ形成されたピン孔に挿入自在に配置された切換ピンを有し、当該切換ピンを介して前記第1ロッカーアームと前記第2ロッカーアームとを相互に連結する連結状態と、その連結を解除した非連結状態とに切り換え可能な切換機構と、を備え、
前記切換機構は、前記切換ピンを直接的または間接的に移動させる動作を行う電気駆動式のアクチュエータを含み、
前記切換機構は、前記アクチュエータの非通電時に前記連結状態とし、前記アクチュエータへの通電が継続されることによって前記非連結状態を維持するものであって、
前記可変動弁装置は、前記停止条件の成立に伴って前記内燃機関への燃料供給が停止される場合に、各気筒の前記アクチュエータへの通電を行う通電制御手段を含み、
前記通電制御手段は、前記アクチュエータへの通電期間中に前記内燃機関のクランクシャフトの回転が停止した場合であって、外部動力によって前記クランクシャフトが駆動されない場合に、各気筒の前記アクチュエータへの前記通電を停止する通電停止実行手段を含むことを特徴とする。
前記切換機構は、
前記切換ピンを前記非連結状態の位置から前記連結状態の位置に向けて付勢する付勢手段と、
通電時の前記アクチュエータの動作に伴って、前記カムの回転動力を利用して、前記切換ピンを前記付勢手段が発する付勢力に抗して前記連結状態の位置から前記非連結状態の位置に変位させるピン駆動機構と、を含み、
前記ピン駆動機構は、前記アクチュエータへの通電が停止されると、前記切換ピンを前記非連結状態の位置に向けて押動する力が消滅するように構成されており、
前記可変動弁装置は、
前記内燃機関の停止時における各気筒のピストン停止位置を判別する停止位置判別手段と、
前記再始動条件の成立に伴って前記内燃機関の再始動を行う場合に、最初に吸気行程が到来する気筒から始動を開始する再始動実行手段と、を更に備えることを特徴とする。
前記可変動弁装置は、前記内燃機関の各気筒において前記吸気バルブおよび前記排気バルブの双方の動作状態を、弁稼動状態と弁停止状態との間で変更可能な装置であって、
前記切換機構は、
前記切換ピンを前記非連結状態の位置から前記連結状態の位置に向けて付勢する付勢手段と、
通電時の前記アクチュエータの動作に伴って、前記カムの回転動力を利用して、前記切換ピンを前記付勢手段が発する付勢力に抗して前記連結状態の位置から前記非連結状態の位置に変位させるピン駆動機構と、を含み、
前記ピン駆動機構は、前記アクチュエータへの通電が停止されると、前記切換ピンを前記非連結状態の位置に向けて押動する力が消滅するように構成されており、
前記可変動弁装置は、
前記通電期間中に前記クランクシャフトの回転が停止した後に、前記内燃機関の少なくとも1つの気筒における筒内圧が所定値以下であるか否かを判別する筒内圧判別手段を更に備え、
前記通電停止実行手段は、前記通電期間中に前記クランクシャフトの回転が停止した後に、前記少なくとも1つの気筒における前記筒内圧が前記所定値以下である場合には、各気筒の前記アクチュエータへの前記通電を継続する通電継続実行手段を含むことを特徴とする。
前記通電制御手段は、前記停止条件の成立に伴って前記内燃機関への燃料供給が停止される場合には、各気筒において、前記吸気バルブの制御を担う前記アクチュエータ、次いで、前記排気バルブの制御を担う前記アクチュエータという順で、前記アクチュエータへの前記通電を行うにする通電順序設定手段を含み、
前記可変動弁装置は、前記アクチュエータへの前記通電によって前記排気バルブが停止状態とされる際の当該排気バルブの閉じ時期が上死点近傍の時期となるように設定されていることを特徴とする。
前記可変動弁装置は、各気筒において前記吸気バルブおよび前記排気バルブのうちの少なくとも前記排気バルブの動作状態を、前記内燃機関の気筒毎に弁稼動状態と弁停止状態との間で変更可能な装置であって、
前記通電制御手段は、前記通電期間中に前記クランクシャフトの回転が停止した際に、ピストンが圧縮行程、膨張行程、および吸気行程のうちの少なくとも圧縮行程および膨張行程の何れかにある気筒に対して、当該気筒が備える前記排気バルブの制御を担う前記アクチュエータへの前記通電を継続する排気側通電継続実行手段を含むことを特徴とする。
12 内燃機関
14 モータ
16 発電機
18 動力分割機構
22 駆動輪
40 ECU(Electronic Control Unit)
42 ピストン
44 燃焼室
46 吸気通路
48 排気通路
54 燃料噴射弁
56 点火プラグ
58 吸気バルブ
60 排気バルブ
62 吸気可変動弁装置
64 排気可変動弁装置
66 触媒
70 クランク角センサ
74 筒内圧センサ
76 IGスイッチ
78 クランクシャフト
80 カムシャフト
82 主カム
82a ベース円部
82b ノーズ部
84 副カム
86 可変機構
90 切換機構
92 カム角センサ
96 第1ロッカーアーム
98L、98R 第2ロッカーアーム
110 第1ピン孔
112 第1切換ピン
116L、116R 第2ピン孔
118L、118R 第2切換ピン
120 リターンスプリング
122 スライドピン
122a 円柱部
122b アーム部
122c 突起部
122d 押圧面
122e 切欠部
122f 案内面
126 大径部
128 ガイドレール
128a 基端
128b 終端
128c 浅底部
130 アクチュエータ
132 ソレノイド
132a 駆動軸
134 ロックピン
Pmax1 変位端
Pmax2 変位端
[HVシステムの構成]
図1は、本発明が適用されたハイブリッド車両の駆動システム10の概略構成を示す図である。この駆動システム10は、車両の動力源として内燃機関12と車両駆動用モータ(以下、単に「モータ」)14とを備えている。また、駆動システム10は、駆動力の供給を受けて電力を発生する発電機16も備えている。内燃機関12、モータ14、および発電機16は、遊星歯車式の動力分割機構18を介して相互に連結されている。動力分割機構18につながるモータ14の回転軸には、減速機20が接続されている。減速機20は、モータ14の回転軸と駆動輪22につながる駆動軸24とを連結している。動力分割機構18は、内燃機関12の駆動力を発電機16側と減速機20側とに分割する装置である。動力分割機構18による駆動力の配分は、任意に変更することができる。
図2は、図1に示す内燃機関12のシステム構成を説明するための図である。ここでは、内燃機関12は、4つの気筒(#1~#4)を有し、#1→#3→#4→#2の順(一例)で等間隔に爆発行程が行われる直列4気筒型のエンジンであるものとする。内燃機関12の筒内には、ピストン42が設けられている。内燃機関12の筒内には、ピストン42の頂部側に燃焼室44が形成されている。燃焼室44には、吸気通路46および排気通路48が連通している。
[可変動弁装置の構成]
図3は、図2に示す吸気可変動弁装置62の全体構成を概略的に示す図である。尚、ここでは、吸気可変動弁装置62を例にとって説明を行うが、排気可変動弁装置64についても、吸気可変動弁装置62と同様に構成されているものとする。
次に、図4乃至図6を参照して、可変機構86の詳細な構成を説明する。
図4は、図3に示す可変機構86を、バルブ58の基端部側から見下ろした図である。
可変機構86は、カムシャフト80と平行に配置されたロッカーシャフト94を備えている。図4に示すように、ロッカーシャフト94には、1つの第1ロッカーアーム96と、一対の第2ロッカーアーム98R、98Lとが回転自在に取り付けられている。第1ロッカーアーム96は、2つの第2ロッカーアーム98R、98Lの間に配置されている。尚、本明細書では、左右の第2ロッカーアーム98R、98Lを特に区別しないときには、単に第2ロッカーアーム98と表記する場合がある。
図5に示すように、第1ロッカーアーム96におけるロッカーシャフト94の反対側の端部には、主カム82と接することができる位置に、第1ローラ100が回転可能に取り付けられている。第1ロッカーアーム96は、ロッカーシャフト94に取り付けられたコイルスプリング102によって、第1ローラ100が主カム82と常に当接するように付勢されている。
次に、図7および図8を参照して、切換機構90の詳細な構成を説明する。
切換機構90は、第1ロッカーアーム96と第2ロッカーアーム98との連結/非連結を切り換えるための機構であり、これにより、主カム82の作用力が第2ロッカーアーム98に伝達される状態と、当該作用力が第2ロッカーアーム98に伝達されない状態とを切り換えて、バルブ58の動作状態を弁稼動状態と弁停止状態(バルブ58を閉弁状態で休止させた状態)との間で切り換えることができるようになっている。
図8は、切換機構90をカムシャフト80の軸方向(図7中の矢視Bの方向)から見た図である。尚、図8以降の図においては、ロックピン134とソレノイド132との関係を簡略化して図示する場合がある。
切換機構90は、主カム82の回転動力を利用して、切換ピン112、118L、118Rを第2ロッカーアーム98L側に向けて(切換ピンの退出方向に)変位させるためのスライドピン122を備えている。スライドピン122は、図7に示すように、第2切換ピン118Rの端面と当接する端面を有する円柱部122aを備えている。円柱部122aは、カムキャリアに固定された支持部材124によって、軸方向に進退自在であって、周方向に回転自在に支持されている。
次に、図9乃至図13を参照して、吸気可変動弁装置62の動作について説明する。
(弁稼動状態時)
図9は、弁稼動状態時(通常のリフト動作時)の制御状態を示す図である。
この場合には、図9(B)に示すように、ソレノイド132の駆動がOFFとされており、これにより、スライドピン122は、カムシャフト80から離れた状態で、リターンスプリング120の付勢力を受けて、変位端Pmax1に位置している。この状態では、図9(A)に示すように、第1ロッカーアーム96と2つの第2ロッカーアーム98とが切換ピン112、118Lを介して連結されている。その結果、主カム82の作用力が第1ロッカーアーム96から左右の第2ロッカーアーム98R、98Lを介して双方のバルブ58に伝達されるようになる。このため、主カム82のプロフィールに従って、通常のバルブ58のリフト動作が行われるようになる。
図10は、弁停止動作の開始時の制御状態を示す図である。
弁停止動作は、例えば、内燃機関12のフューエルカット要求等の所定の弁停止動作の実行要求がECU40によって検知された際に行われる。このような弁停止動作は、主カム82の回転動力を利用してスライドピン122によって切換ピン112、118L、118Rをその退出方向に変位させる動作であるため、これらの切換ピン112、118L、118Rの軸心が同一直線状に位置する時、すなわち、第1ロッカーアーム96が揺動していない時に行われる必要がある。
図11は、スライド動作の完了時の制御状態を示す図である。
スライド動作の実行中には、ガイドレール128の側面に突起部122cが当接することによって、リターンスプリング120の付勢力が受け止められた状態で、スライドピン122が変位端Pmax2に向けて移動していく。図11(A)は、スライドピン122が変位端Pmax2に到達して弁停止要求時のスライド動作が完了したタイミング、すなわち、第1切換ピン112および第2切換ピン118Lがそれぞれ第1ピン孔110および第2ピン孔116L内に収まるようになったことで、第1ロッカーアーム96と第2ロッカーアーム98R、98Lとの連結が解除されたタイミングを示している。また、このタイミングでは、図11(B)に示すように、ガイドレール128内における突起部122cの位置は、未だ浅底部128cに達していない。
図12および図13は、スライドピン122をロックピン134によって保持する保持動作時の制御状態を示す図である。より具体的には、図12は、第1ロッカーアーム96が揺動動作(リフト動作)を行っていない場合の状態を示しており、図13は、当該第1ロッカーアーム96が揺動動作(リフト動作)を行っている場合の状態を示している。
弁停止状態から通常のリフト動作が行われる弁稼動状態に戻すための弁復帰動作は、例えば、フューエルカットからの復帰要求等の所定の弁復帰動作の実行要求がECU40によって検知された際に行われる。このような弁復帰動作は、図12、13に示す制御状態において、ECU40が所定のタイミング(切換ピン112等が移動可能となるベース円区間の開始タイミングよりもソレノイド132の動作に要する所定時間分だけ早いタイミング)でソレノイド132への通電をOFFとすることで開始される。ソレノイド132への通電がOFFとされると、スライドピン122の切欠部122eとロックピン134との係合が解かれることになる。その結果、リターンスプリング120の付勢力に抗して第1切換ピン112および第2切換ピン118Lをそれぞれ第1ピン孔110および第2ピン孔116Lに留めておく力が消滅することになる。
以上のように構成された本実施形態の吸気可変動弁装置62によれば、ソレノイド132の通電のON、OFFと主カム82の回転動力とリターンスプリング120の付勢力とを利用して、スライドピン122の軸方向位置を変位端Pmax1とPmax2との間で移動させることで、弁稼動状態と弁停止状態との間でバルブ58の動作状態を切り換えることが可能となる。
(内燃機関の自動停止時の制御)
上述した駆動システムを有するハイブリッド車両では、車両システムの起動中(車両のIGスイッチ76がONとされた状態)であっても、必要に応じて、内燃機関12の運転が自動的に停止させられることがある。以下、本明細書中においては、このような場合の内燃機関12の停止を、IGスイッチ76のOFFに伴う停止と区別するために、「自動停止」と称することがある。
以上説明したように、内燃機関12の自動停止時にエンジン回転数NEがゼロとなった後にソレノイド132への通電をOFFとすると、スライドピン122の切欠部122eとロックピン134との係合が解かれることになる。その結果、主カム82が第1ロッカーアーム96を押していない状態(主カム82のベース円部82aと第1ローラ100とが接触している状態)にあるバルブ58、60については、リターンスプリング120の付勢力によって、弁稼動状態に復帰してしまう。また、主カム82が第1ロッカーアーム96を押している状態(主カム82のノーズ部82bと第1ロッカーアーム96とが接触している状態)にあるバルブ58、60については、再始動時にカムシャフト80が回転し、主カム82が第1ロッカーアーム96を押していない状態になった後に、弁稼動状態に復帰してしまう。
図15は、クランク角度が420°CAである状態でクランクシャフト78の回転が停止した場合における各気筒の動作状況を表した図である。尚、ここでは、#1気筒のピストン42が圧縮上死点にある場合のクランク角度を0°CAとしている。また、図16は、吸排気バルブ58、60のバルブタイミングの一例を示す図である。尚、ここでは、図16に示すように、吸気バルブ58が吸排気上死点(TDC)で開いた後に圧縮行程の途中で閉じ、排気バルブ60が膨張行程の途中で開いた後に吸排気上死点で閉じるように設定されたバルブタイミングを一例として示している。
また、上述した実施の形態1においては、リターンスプリング120が前記第2の発明における「付勢手段」に、スライドピン122およびガイドレール128が前記第2の発明における「ピン駆動機構」に、それぞれ相当している。また、ECU40が、クランク角センサ70およびカム角センサ92の出力に基づいて各気筒のピストン停止位置を判別することにより前記第2の発明における「停止位置判別手段」が、上記ステップ114および116の処理を実行することにより前記第2の発明における「再始動実行手段」が、それぞれ実現されている。
次に、図18乃至図20を参照して、本発明の実施の形態2について説明する。
本実施形態のシステムは、図1乃至図13に示すハードウェア構成を用いて、ECU40に図17に示すルーチンに代えて後述する図20に示すルーチンを実行させることにより実現することができるものである。
上記の手順で弁停止制御が行われると、図18に示すように、弁停止直後では、ピストン42が上死点に位置する状態では筒内圧がほぼ大気圧となり、下死点に向けてピストン42が下降していくのに従って、筒内圧が大きく負圧化していく。
筒内(燃焼室内)が負圧になると、図19に示すように、ピストン42とシリンダ壁面との隙間を通って、クランク室(図示省略)内の空気が燃焼室内に流入することになる。その結果、上記図18に示すピストン42の往復動作中には、時間の経過とともにピストン42が圧縮する空気量がしばらくは増えていくことになる。このため、図18に示すように、時間の経過とともに筒内圧が高まっていくことになる。
また、上述した実施の形態2においては、ECU40が上記ステップ100および200の処理を実行することにより前記第4の発明における「通電順序設定手段」が実現されている。
次に、図21および図22を参照して、本発明の実施の形態3について説明する。
本実施形態のシステムは、図1乃至図13に示すハードウェア構成を用いて、ECU40に図17に示すルーチンに代えて後述する図22に示すルーチンを実行させることにより実現することができるものである。
既述したように、本実施形態の可変動弁装置62、64の構成では、内燃機関12の自動停止時においてソレノイド132への通電を一旦OFFとすると、仮に再始動時にソレノイド132への通電を行ったとしても、図21において三角印で囲まれた排気行程(すなわち、#4気筒、#2気筒、更には、条件付きで#1気筒の排気行程)については、排気バルブ60が弁稼動状態に復帰してしまう。その結果、再始動時には、これらの気筒から触媒66に空気が供給されてしまうことが懸念される。
Claims (5)
- 車両システムの起動中に所定の停止条件が成立する場合に自動的に停止させられ、所定の再始動条件が成立する場合に自動的に再始動させられる内燃機関に用いられ、当該内燃機関の各気筒において吸気バルブおよび排気バルブのうちの少なくとも一方のバルブの動作状態を、弁稼動状態と弁停止状態との間で変更可能な可変動弁装置であって、
前記可変動弁装置は、
内燃機関のカムと同期して揺動する第1ロッカーアームと、
前記吸気バルブまたは前記排気バルブを押動可能な第2ロッカーアームと、
前記第1ロッカーアームおよび前記第2ロッカーアームにそれぞれ形成されたピン孔に挿入自在に配置された切換ピンを有し、当該切換ピンを介して前記第1ロッカーアームと前記第2ロッカーアームとを相互に連結する連結状態と、その連結を解除した非連結状態とに切り換え可能な切換機構と、を備え、
前記切換機構は、前記切換ピンを直接的または間接的に移動させる動作を行う電気駆動式のアクチュエータを含み、
前記切換機構は、前記アクチュエータの非通電時に前記連結状態とし、前記アクチュエータへの通電が継続されることによって前記非連結状態を維持するものであって、
前記可変動弁装置は、前記停止条件の成立に伴って前記内燃機関への燃料供給が停止される場合に、各気筒の前記アクチュエータへの通電を行う通電制御手段を含み、
前記通電制御手段は、前記アクチュエータへの通電期間中に前記内燃機関のクランクシャフトの回転が停止した場合であって、外部動力によって前記クランクシャフトが駆動されない場合に、各気筒の前記アクチュエータへの前記通電を停止する通電停止実行手段を含むことを特徴とする内燃機関の可変動弁装置。 - 前記切換機構は、
前記切換ピンを前記非連結状態の位置から前記連結状態の位置に向けて付勢する付勢手段と、
通電時の前記アクチュエータの動作に伴って、前記カムの回転動力を利用して、前記切換ピンを前記付勢手段が発する付勢力に抗して前記連結状態の位置から前記非連結状態の位置に変位させるピン駆動機構と、を含み、
前記ピン駆動機構は、前記アクチュエータへの通電が停止されると、前記切換ピンを前記非連結状態の位置に向けて押動する力が消滅するように構成されており、
前記可変動弁装置は、
前記内燃機関の停止時における各気筒のピストン停止位置を判別する停止位置判別手段と、
前記再始動条件の成立に伴って前記内燃機関の再始動を行う場合に、最初に吸気行程が到来する気筒から始動を開始する再始動実行手段と、を更に備えることを特徴とする請求項1記載の内燃機関の可変動弁装置。 - 前記可変動弁装置は、前記内燃機関の各気筒において前記吸気バルブおよび前記排気バルブの双方の動作状態を、弁稼動状態と弁停止状態との間で変更可能な装置であって、
前記切換機構は、
前記切換ピンを前記非連結状態の位置から前記連結状態の位置に向けて付勢する付勢手段と、
通電時の前記アクチュエータの動作に伴って、前記カムの回転動力を利用して、前記切換ピンを前記付勢手段が発する付勢力に抗して前記連結状態の位置から前記非連結状態の位置に変位させるピン駆動機構と、を含み、
前記ピン駆動機構は、前記アクチュエータへの通電が停止されると、前記切換ピンを前記非連結状態の位置に向けて押動する力が消滅するように構成されており、
前記可変動弁装置は、
前記通電期間中に前記クランクシャフトの回転が停止した後に、前記内燃機関の少なくとも1つの気筒における筒内圧が所定値以下であるか否かを判別する筒内圧判別手段を更に備え、
前記通電停止実行手段は、前記通電期間中に前記クランクシャフトの回転が停止した後に、前記少なくとも1つの気筒における前記筒内圧が前記所定値以下である場合には、各気筒の前記アクチュエータへの前記通電を継続する通電継続実行手段を含むことを特徴とする請求項1記載の内燃機関の可変動弁装置。 - 前記通電制御手段は、前記停止条件の成立に伴って前記内燃機関への燃料供給が停止される場合には、各気筒において、前記吸気バルブの制御を担う前記アクチュエータ、次いで、前記排気バルブの制御を担う前記アクチュエータという順で、前記アクチュエータへの前記通電を行うにする通電順序設定手段を含み、
前記可変動弁装置は、前記アクチュエータへの前記通電によって前記排気バルブが停止状態とされる際の当該排気バルブの閉じ時期が上死点近傍の時期となるように設定されていることを特徴とする請求項3記載の内燃機関の可変動弁装置。 - 前記可変動弁装置は、各気筒において前記吸気バルブおよび前記排気バルブのうちの少なくとも前記排気バルブの動作状態を、前記内燃機関の気筒毎に弁稼動状態と弁停止状態との間で変更可能な装置であって、
前記通電制御手段は、前記通電期間中に前記クランクシャフトの回転が停止した際に、ピストンが圧縮行程、膨張行程、および吸気行程のうちの少なくとも圧縮行程および膨張行程の何れかにある気筒に対して、当該気筒が備える前記排気バルブの制御を担う前記アクチュエータへの前記通電を継続する排気側通電継続実行手段を含むことを特徴とする請求項2乃至4の何れか1項記載の内燃機関の可変動弁装置。
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US8468988B2 (en) | 2013-06-25 |
CN102333937A (zh) | 2012-01-25 |
CN102333937B (zh) | 2014-04-02 |
JPWO2010097918A1 (ja) | 2012-08-30 |
US20110271918A1 (en) | 2011-11-10 |
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