Patent Grant
6955144
This invention relates to a valve control apparatus for controlling opening and closing operations of intake valves and/or exhaust valves, more particularly for controlling valve-closing timing thereof.
Conventionally, with a view to improving fuel economy and power output of an internal combustion engine and reducing exhaust emissions therefrom, various kinds of valve control apparatuses have been proposed which variably control the opening and closing timing or the valve lift of intake valves and/or exhaust valves so as to attain intake and exhaust performance suitable for operating conditions of the engine. As one of such conventional valve control apparatuses, a type is known which changes the phase of an intake cam with respect to a camshaft to thereby continuously change the opening and closing timing of an intake cam (e.g. Japanese Laid-Open Patent Publication (Kokai) No. 7-301144). In this type of valve control apparatus, however, the intake valve opens over a fixed valve-opening time period, so that when the opening timing of the intake valve is determined, the closing timing thereof is automatically determined. This makes it impossible to attain the optimum valve-opening timing and the optimum valve-closing timing at the same time for all regions of the rotational speed of the engine and load on the same which change steplessly.
Further, as another type of conventional valve control apparatus (e.g. Japanese Laid-Open Patent Publication (Kokai) No. 62-12811) is known in which each of an intake cam and an exhaust cam is formed by a high-speed cam and a low-speed cam having respective predetermined cam profiles different from each other, and each cam is switched between the low-speed cam and the high-speed cam for use in low rotational speed and high rotational speed of the engine, respectively. In this type of valve control apparatus, however, the cam profile is changed between two stages, and hence the opening and closing timing and valve lift of the intake/exhaust valve are also merely changed between two stages. Therefore, this apparatus is also not capable of attaining the optimum valve-opening/closing timing and valve lift for all regions of the rotational speed and load.
Further, still another type of a valve control apparatus (e.g. Japanese Laid-Open Patent Publication (Kokai) No. 8-200025) is known which uses electromagnets to open and close intake valves and exhaust valves. In this valve control apparatus, two intake valves and two exhaust valves are provided for each cylinder, and these four intake and exhaust valves are actuated by respective electromagnetic valve actuating mechanisms (hereinafter, this valve control apparatus is referred to as “the fully-electromagnetic valve control apparatus”). Each electromagnetic valve actuating mechanism is comprised of a pair of electromagnets opposed to each other, an armature arranged between the electromagnets and connected to the intake/exhaust valve associated therewith, and two coil springs urging the armature. In this electromagnetic valve actuating mechanism, the energization of the two electromagnets is controlled to cause the armature to be attracted to one of the electromagnets in an alternating fashion to thereby open and close the intake/exhaust valve. Therefore, by controlling the timing of energization, the opening and closing timing of the intake/exhaust valve can be controlled as desired, whereby it is possible to realize the optimum opening and closing timing for all regions of the rotational speed and load and optimize fuel economy, power output, etc. It should be noted that when the two electromagnets are not energized, the armature is held in a neutral position by the balance of the urging forces of the two coil springs. In this fully-electromagnetic valve control apparatus, however, all the intake/exhaust valves are each actuated by the electromagnetic valve actuating mechanism, so that the electric power consumption becomes very large, which reduces the effects of the improved fuel economy. Further, the electromagnets and armature of the electromagnetic valve actuating mechanism are formed by magnetic substances, which results in an increase in weight and manufacturing cost of the apparatus.
As a solution to this problem, the present applicant has already proposed by Japanese Patent Application No. 20001-012300 a valve control apparatus (hereinafter referred to as “the first valve control apparatus”) which actuates only one of two intake valves provided for one cylinder by an electromagnetic valve actuating mechanism similar to that described above, and the other of the intake valves and exhaust valves by cam-type valve actuating mechanisms operating in synchronism with rotation of the engine. In this first valve control apparatus, the opening timing and the closing timing of the one of the intake valves are set as desired according to operating conditions of the engine by using the electromagnetic valve actuating mechanism, whereby the optimum opening and closing timing can be realized, and the improvement of the fuel economy and the enhancement of the power output are made compatible. Further, compared with the fully-electromagnetic valve control apparatus, the number of electromagnetic valve actuating mechanisms is reduced to one fourth, which contributes to the fuel economy through reduction of electric power consumption, and reduction of weight and manufacturing costs.
Another valve control apparatus proposed by the present applicant is also known which is disclosed in Japanese Laid-Open Patent Publication (Kokai) No. 63-289208 (hereinafter referred to as “the second valve control apparatus”). The second valve control apparatus includes a cam-type valve actuating mechanism for opening and closing an intake valve via a rocker arm by using a cam provided on a camshaft, and an electromagnetic actuator for holding the intake valve in an open position. This electromagnetic actuator is comprised of one solenoid fixed to a cylinder head, an armature fixed to a valve stem of the intake valve, and an impact-absorbing spring arranged between the armature and a retainer, and according to operating conditions of the engine, energizes the solenoid when the intake valve has reached the open position to cause the attractive force to act on the armature, whereby the intake valve is held in the open position to control the closing timing of the intake valve.
However, although the first valve control apparatus alleviates the problem suffered by the fully-electromagnetic valve control apparatus, due to its use of the electromagnetic valve actuating mechanism for part thereof, there still remains room for improvement in the following points: This valve control apparatus necessitates one electromagnetic valve actuating mechanism for one cylinder, and hence two electromagnets for one cylinder. This results in increased electric power consumption, and decreases the advantageous effects of improvement of fuel economy thanks to the variable opening and closing timing of the intake valve, and compared with the ordinary cam-actuated type valve control apparatus, the weight and manufacturing costs are still large. Further, the maximum rotational speed of the engine available through the use of the electromagnetic valve actuating mechanisms is substantially determined by a spring constant of each coil spring. This makes it necessary to set the spring constant of the coil spring to a large value and accordingly electromagnets providing large attractive forces are also required to be employed, when the apparatus is applied to an internal combustion engine whose maximum rotational speed is high (e.g. about 9000 rpm). This results in an increased electric power consumption, and degrades fuel economy in low-to-medium rotational speed operating regions in which the engine is usually operated more frequently than in other regions, and makes it difficult to attain the improvement of fuel economy and the realization of higher rotational speed and higher power output in a compatible fashion.
Further, the second valve control apparatus is only required to arrange one electromagnet for one intake valve of each cylinder, and therefore has advantages over the first valve control apparatus in that it can further reduce the electric power consumption and improve the fuel economy. However, there remains room for improvement in the following points: In the second valve control apparatus, irrespective of whether the electromagnetic actuator is active or inactive, the weight of the armature and the spring force of the impact-absorbing spring always act on the intake valve. This increases the inertial mass of the intake valve in the inactive state of the electromagnetic actuator, which restricts the maximum engine rotational speed and the maximum power output. In this case, to increase the maximum engine rotational speed, it is necessary to increase the spring constant of the valve spring. This degrades fuel economy due to an increase in electric power consumption, and makes it impossible to attain the improvement of fuel economy and the realization of higher engine rotational speed and higher power output in a compatible fashion, or sufficiently reduce the weight and manufacturing costs. Further, in the case of this valve control apparatus, to mount the solenoid, the armature, the impact-absorbing spring therein, it is necessary to modify the designs of the cylinder head and intake valves, at inevitably very high expenses.
This invention has been made with a view to providing a solution to these problems, and an object thereof is to provide a valve control apparatus for an internal combustion engine that is capable of optimally setting the closing timing of an engine valve according to operating conditions of the engine while suppressing an increase in the inertial mass of the engine valve to the minimum, thereby attaining improvement of fuel economy, and realization of higher engine rotational speed and higher power output in a compatible fashion, and reducing costs and weight thereof.
To attain the above object, the invention provides a valve control apparatus for an internal combustion engine for controlling opening and closing operations of an engine valve, the valve control apparatus comprising a cam-type valve actuating mechanism that actuates the engine valve to open and close the engine valve, by a cam which is driven in synchronism with rotation of the engine, an actuator that makes blocking engagement with the engine valve having been opened, to thereby hold the engine valve in an open state, and control means for controlling operation of the actuator to thereby control closing timing of the engine valve.
According to this valve control apparatus for an internal combustion engine, the engine valve is opened and closed by a cam driven in synchronism with rotation of the cam-type valve actuating mechanism. Further, under the control of the control means, the actuator makes blocking engagement with the engine valve having been opened so as to hold the same in the open state, and further, by canceling the holding, the closing timing of the engine valve is controlled.
As described above, according to this invention, while actuating the engine valve by the cam-type actuating mechanism, the actuator is operated as required, whereby the closing timing of the engine valve can be controlled as desired. This makes it possible to attain the optimum fuel economy and power output adapted to operating conditions of the engine. For instance, when the engine valve is an intake valve, in a low-rotational speed/low-load condition, the closing timing of the intake valve is controlled to late closing according to the operating conditions of the engine, thereby reducing the pumping loss of the intake valve to the minimum, whereby the fuel economy can be enhanced. On the other hand, in the high-rotational speed/high-load region, the actuator is made inactive, and only the cam-type valve actuating mechanism actuates the intake cam, whereby the higher rotational speed and higher power output can be attained without being affected by the follow-up capability of the actuator. Further, when the engine valve is an exhaust valve, by varying the closing timing of the exhaust valve, the overlap amount is controlled, whereby the power output can be improved and the exhaust emissions can be reduced.
Further, the engine valve is basically actuated by the cam-type actuating mechanism, and the actuator is only required to make blocking engagement with the engine valve in one direction, which allows the apparatus to be simplified in construction. Further, since the actuator can be operated only when necessary, the energy saving can be attained, and the fuel economy can be further enhanced by this feature. Further, since the engine valve can be actuated by the cam-type actuating mechanism alone, even when a fail occurred on the actuator, the fail can be easily coped with.
Preferably, the valve control apparatus as recited in claim 1 further comprises operating condition-detecting means for detecting operating conditions of the engine, and the control means controls the operation of the actuator according to the detected operating conditions of the engine.
According to this preferred embodiment, the operation of the actuator is controlled according to the detected operating conditions of the engine. This makes it possible to set the active or inactive state of the actuator and the closing timing of the engine valve optimally according to actual operating conditions of the engine, for all rotational speed regions and load regions.
More preferably, the valve control apparatus as recited in claim 2 further comprises a switching mechanism for switching an operation mode of the actuator between an active mode in which the actuator makes the blocking engagement with the engine valve and an inactive mode in which the valve actuator does not make the blocking engagement with the engine valve, and operation mode-determining means for determining the operation mode of the actuator according to the detected operating conditions of the engine, and the control means controls operation of the switching mechanism according to the determined operation mode.
According to this preferred embodiment, the actuator is switched between the active state and the inactive state, according to the operation mode determined according to the operating conditions of the engine, so that the actuator can be appropriately made active only when necessary according to the actual operating conditions of the engine. Further, when the operation mode of the actuator is set to the inactive mode, the switching mechanism places the actuator in a state not brought into blocking engagement with the engine valve, to thereby forcibly make the same inactive. Therefore, even when a fail occurred on the actuator itself, the engine valve can be actuated by the cam-type actuating mechanism without any trouble, while preventing the fail from adversely affecting the operation of the engine valve, which makes it possible to prevent degradation of combustion state and degradation of exhaust emissions.
Further preferably, in the valve control apparatus as recited in claim 2, the switching mechanism is formed by a hydraulic switching mechanism for hydraulically switching the operation mode of the actuator, and the control means causes the actuator to be made inactive when the engine is started.
According to this preferred embodiment, the switching mechanism is formed by the hydraulic switching mechanism, and the operation mode of the actuator is hydraulically switched between the active mode and the inactive mode. On the other hand, at the start of the engine, it takes time to increase oil pressure, and hence it is impossible to obtain sufficient oil pressure. Therefore, it is difficult for the hydraulic switching mechanism to operate stably, and hence there is a fear that the actuator cannot stably hold the engine valve. Therefore, the actuator is made inactive when the engine is started, and the engine is actuated only by the cam-type valve actuating mechanism, to ensure the stable operation of the engine valve.
Preferably, in the valve control apparatus as recited in any one of claims 1 to 4, the actuator is formed by an electromagnetic actuator comprising a single electromagnet that has a coil whose energization is controlled by the control means, an armature that is attracted to the electromagnet when the coil is energized, and a stopper provided integrally with the armature, for being brought into blocking engagement with the engine vale having been opened, in a state in which the armature has been attracted to the electromagnet.
According to the preferred embodiment, the actuator is formed by an electromagnetic actuator. Further, the electromagnetic actuator is configured to be brought into blocking engagement with the engine valve by driving the armature only in one direction by the single electromagnetic actuator. This makes one electromagnet sufficient for one engine valve, which makes it possible to reduce the weight and cost and minimize electric power consumption.
Preferably, the valve control apparatus as claimed in any one of claims 1 to 5, further comprises a hydraulic impact-lessening mechanism that lessens an impact on the engine valve caused by operation of the actuator.
According to this preferred embodiment, the hydraulic impact-lessening mechanism can lessen the impact received by the engine valve when the engine valve returns to its valve-closing position after cancellation of the holding thereof by the actuator, and suppress noise caused by the impact. Further, if the hydraulic impact-lessening mechanism is employed, in a very cold oil temperature condition at a very cold temperature start or a high oil temperature condition in a maximum rotational speed condition, the viscosity of hydraulic oil largely changes, which can make it impossible to preserve impact-lessening performance. Under such server temperature conditions, the actuator can be made inactive, whereby the impact-lessening performance can be fully ensured.
Further preferably, the valve control apparatus as recited in claim 3, further comprises a rocker shaft, an actuating rocker arm pivotally supported on the rocker shaft, for being brought into abutment with the engine valve and being driven by the intake cam to actuate the engine valve to open and close the engine valve, and a holding rocker arm pivotally supported on the rocker shaft, for having the actuator brought into abutment therewith, to hold the engine valve in the open state, and the switching mechanism switches the operation mode of the actuator between the active mode and the inactive mode, by switching a state of the actuating rocker arm and the holding rocker arm between a connected state in which the actuating rocker arm and the holding rocker arm are connected to each other, and a disconnected state in which the actuating rocker arm and the holding rocker arm are disconnected from each other.
According to this preferred embodiment, the engine valve is opened and closed by an actuating rocker arm driven by the intake cam. Further, the actuator is brought into abutment with a holding rocker arm as a separate member from the actuating rocker arm. Then, in the active mode of the actuator, the holding rocker arm and the actuating rocker arm are connected by the switching mechanism, whereby the engine is held in the open state by the actuator via the holding rocker arm and the actuating rocker arm. Further, in the inactive mode of the actuator, the actuating rocker arm and the holding rocker arm are disconnected from each other by the switching mechanism. Thus, when in the inactive mode, the actuating rocker arm is pivotally moved without being adversely affected by the holding rocker arm and the inertial mass of the actuator in a state completely free from them, which makes it possible to save energy, and improve the follow-up capability of the valve system at high rotational speed.
Still more preferably, in the valve control apparatus as claimed in claim 7, the actuating rocker arm comprises a plurality of actuating rocker arms, and the valve control apparatus further comprises a first hydraulic switching mechanism for hydraulically switching a state of the plurality of actuating rocker arms between a connected state in which the plurality of actuating rocker arms are connected to each other and a disconnected state in which the plurality of actuating rocker arms are disconnected from each other, the switching mechanism being formed by a second hydraulic switching mechanism, one of the plurality of actuating rocker arms being formed with an oil chamber for the first hydraulic switching mechanism, and the holding rocker arm being arranged adjacent to the actuating rocker arm formed with the oil chamber.
According to this preferred embodiment, the holding rocker arm is disposed in the vicinity of the actuating rocker arm having the oil chamber formed therein for the first hydraulic switching mechanism. Therefore, the oil passages for the first and second hydraulic switching mechanisms can be arranged close to each other, whereby machining and forming of the oil passages can be facilitated, and oil pressure loss can be reduced.
Still more preferably, in the valve control apparatus as claimed in claim 7 or 8, an abutment portion of the holding rocker arm with which the actuator abuts is disposed at a location remoter from the rocker shaft than an abutment portion of the actuating rocker arm with which the engine valve abuts is.
According to this preferred embodiment, the abutment portion of the holding rocker arm with which the actuator abuts is disposed at a location remoter from the rocker shaft as a support of the two rocker arms than the abutment portion of the actuating rocker arm with which the engine valve abuts is. Therefore, the holding force of the actuator required for holding the engine valve can be reduced, whereby the size of the actuator can be reduced and energy saving can be attained. Further, since the holding rocker arm and the actuating rocker arm are separate from each other, even if the abutment portion with which the actuator abuts is disposed as above, it is possible to avoid the increase in the size of the actuating rocker arm, the resulting increase in the inertial mass in the inactive mode.
Still more preferably, in the valve control apparatus as recited in claim 7 or 8, an abutment portion of the holding rocker arm with which the actuator abuts is disposed at a location closer to the rocker shaft than an abutment portion of the actuating rocker arm with which the engine valve abuts is.
According to this preferred embodiment, the abutment portion of the holding rocker arm with which the actuator abuts is disposed at a location closer to the rocker shaft than the abutment portion of the actuating rocker arm with which the engine valve abuts is. Therefore, the stroke of the actuator required for holding the engine valve can be reduced. Further, since the holding rocker arm is a separate member from the actuating rocker arm, even if the abutment portion with which the actuator abuts is disposed as described above, interference with a member arranged in its vicinity, e.g. the first hydraulic switching mechanism can be avoided, and hence the actuator can be disposed in compact arrangement in the operating direction thereof.
Also, still more preferably, in the valve control apparatus as recited in any of claims 7 to 10, the switching mechanism switches a state of the actuating rocker arm and the holding rocker arm to a connected state when the engine is in a low rotational speed condition, and to a disconnected state when the engine is in a high rotational speed condition.
According to this preferred embodiment, the holding rocker arm is connected to the actuating rocker arm at the low rotational speed of the engine, whereas during high rotational speed of the same, the holding rocker arm is disconnected from the actuating rocker arm. This makes it possible to avoid the increase in the inertial mass of the actuating rocker arm particularly during high rotational speed of the engine, whereby the follow-up capability of the valve system can be enhanced.
The above and other objects, features, and advantages of the invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings.
Hereafter, a valve control apparatus for an internal combustion engine, according an embodiment of the invention, will be described with reference to drawings.
As shown in
The cam-type valve actuating mechanism 5 on the intake side is comprised of a camshaft 10, the intake cam integrally formed on the camshaft 10, and a rocker arm 12 which is driven by the intake cam and pivotally movable for converting the rotating motion of the camshaft 10 into reciprocating motions of the intake valves IV1, IV2. The camshaft 10 is connected to a crankshaft, not shown, of the engine 3 via a driven sprocket and a timing chain (none of which is shown), and driven by the crankshaft, for rotation such that it performs one rotation per two rotations of the crankshaft.
As shown in
The cam profile-switching mechanism (hereinafter referred to as “the VTEC”) 13 is comprised of a first switching valve 17 for hydraulically switching between connection and disconnection of the low-speed and inactive rocker arms 12a, 12b and the high-speed rocker arm 12c, and a first oil pressure-switching mechanism 18 for switching between the supply and cut-off of the oil pressure to the first switching valve 17.
As shown in
Further, the oil chamber 21 is communicated with the first oil pressure-switching mechanism 18 via an oil passage 23 formed through the low-speed rocker arm 12a, and the first oil passage 16a formed through the rocker shaft 14. The first oil pressure-switching mechanism 18 is comprised of an electromagnet valve and a spool (none of which is shown), and connected to an oil pump (not shown). The mechanism 18 is driven by a control signal from the ECU 2, for switching between the supply and cut-off of the oil pressure to the first switching valve 17 via the first oil passage 16a.
According to the above configuration, when the supply of oil pressure from the first oil pressure-switching mechanism 18 to the first switching valve 17 is cut off, the pistons 20a to 20c of the first switching valve 17 are held in respective positions shown in
On the other hand, although not shown, when the oil pressure is supplied from the first oil pressure-switching mechanism to the oil chamber 21 of the first switching valve 17, the pistons of the first switching valve 17 are slid toward the coil spring 22 against the urging force thereof, whereby the piston 20a is engaged with the cylinders 19a and 19c in a bridging fashion, and at the same time the piston 20c in the center is engaged with the cylinders 19b, 19c in a bridging fashion. This connects the low-speed and inactive rocker arms 12a, 12b with the high-speed rocker arm 12c (not shown), and these arms are pivoted together. As a result, with rotation of the camshaft 10, the low-speed and inactive rocker arms 12a, 12b are driven via the high-speed rocker arm 12c by the high-speed cam 11c having the highest cam nose whereby both the first and second intake valves IV1, IV2 are opened and closed by a high-speed valve timing (hereinafter referred to as “Hi. V/T”) corresponding to the cam profile of the high-speed cam 11c. Hereinafter, such an operation mode of the two intake valves IV1, IV2 by the VTEC 13 is referred to as “the HI. V/T mode” as required. In the Hi. V/T mode, both the first and second intake valves IV1, IV2 are opened and closed by a large lift, whereby the intake air amount is increased to deliver a larger power output.
Further, the cam-type valve actuating mechanism 6 for actuating the first and second exhaust valves EV1, EV2 is comprised of an exhaust camshaft 24, exhaust cams 25a, 25b fitted on the exhaust camshaft 24, exhaust rocker arms (not shown), and so forth, as shown in FIG. 1. The exhaust valves EV1, EV2 are opened and closed by valve lifts and in opening and closing timing corresponding to the cam profiles of the exhaust cams 25a, 25b. It should be noted that the cam-type valve actuating mechanism 6 may be also configured to be provided with a cam profile-switching mechanism to thereby switch the first and second exhaust valves EV1, EV2 between low-speed valve timing and high-speed valve timing.
The variable valve-closing timing device 7 includes a rocker arm 26 (holding rocker arm) for an electromagnetic actuator 29, referred to hereinafter, which is located adjacent to the low-speed rocker arm 12a and pivotally mounted on the rocker shaft 14. As shown in
As shown in
Therefore, during interruption of the supply of oil pressure from the second oil pressure-switching mechanism 28 to the second switching valve 27, the pistons 31a, 31b of the second switching valve 27 are held in respective positions shown in
As shown in
It should be noted that, as shown in
According to the above configuration, when the ordinary valve-opening and closing operation by the camshaft 10, the second switching valve 27 disconnects between the low-speed and EMA rocker arms 12a, 26, so that the armature 39 and the stopper rod 40 press the EMA rocker arm 26 in a valve-lifting (valve-opening) direction (downward as viewed in
On the other hand, when operating conditions set by the ECU 2 are satisfied, to attain the optimum valve-closing timing for the operating conditions, the second switching valve 27 is operated by the second oil pressure-switching mechanism 28, whereby the EMA rocker arm 26 is connected to the low-speed rocker arm 12a on the base circle of the camshaft 10. In this state, when the valve-opening and closing operation by the intake cam 11 is started, when the first intake valve IV1 is moving in the valve-lifting direction, the EMA rocker arm 26 is driven downward by the intake cam 11 against the urging force of the lost-motion spring 26a, and accordingly, the armature 39 and the stopper rod 40 are lifted by the follow-up coil spring 41 in a fashion following the EMA rocker arm 26. Further, in parallel with this, the coil 37 is energized in appropriate timing to magnetize the yoke 36. Then, immediately before the first intake valve IV1 reaches the maximum lift (e.g. 0.01 to 0.85 mm), the armature 39 is seated on the yoke 36 (CRK1 in FIG. 6), and thereafter, the EMA rocker arm 26 leaves the stopper rod 40. Then, by the time the first intake valve IV1 is brought into abutment with the stopper rod 40 again after reaching the maximum lift (CRK3 in FIG. 6), the magnetized state of the yoke 36 is established (CRK2 in FIG. 6), so that the armature 39 maintains a state seated on the yoke 36 by the holding force of the yoke 36 which overcomes the urging force of the coil spring 3c of the first intake valve IV1. As a result, the first intake valve IV1 is brought into blocking (or catching) engagement with the stopper rod 40 via the low-speed rocker arm 12a and the EMA rocker arm 26, and held in an open state by a predetermined lift (hereinafter referred to as “the holding lift”) VLL corresponding to a protruded position of the stopper rod 40.
Further, thereafter, when the holding of the first intake valve IV1 by the EMA 29 is canceled by stopping the energization of the coil 37 and thereby demagnetizing the yoke 36, the first intake valve IV1 is closed by the urging force of the coil spring 3c. Therefore, the operation of the EMA 29 makes it possible not only to close the first intake valve IV1 later than when the first intake valve IV1 is actuated by the intake cam 11, and but also to control the closing timing of the first intake valve IV1 as desired by controlling the timing of turning-off of the coil 37.
The hydraulic impact-lessening mechanism 30 lessens the impact applied when the first intake valve IV1 is closed upon cancellation of the holding of the same by the EMA 29. As shown in
According to the configuration described above, the hydraulic impact-lessening mechanism 30 is in a state shown in
On the other hand, a crankshaft angle sensor 42 (operating condition-detecting means) is arranged around the crankshaft. The crankshaft angle sensor 42 delvers a CYL signal, a TDC signal, and a CRK signal, as pulse signals, at respective predetermined crank angle positions to deliver the same to the ECU 2. The CYL signal is generated at a predetermined crank angle position of a particular cylinder. The TDC signal indicates that the piston (not shown) of each cylinder 4 is at a predetermined crank angle position in the vicinity of the TDC (top dead center) position at the start of the intake stroke of the piston, and in the case of the four-cylinder engine of the present embodiment, one pulse of the TDC signal is delivered whenever the crankshaft rotates through 180 degrees. Further, the CRK signal is generated at a shorter cycle than that of the TDC signal i.e. whenever the crankshaft rotates through e.g. 30 degrees. The ECU 2 determines the respective crank angle positions of the cylinders on a cylinder-by-cylinder basis, based on these CYL, TDC, and CRK signals, and calculates the rotational speed (hereinafter referred to as “the engine rotational speed”) Ne based on the CRK signal.
Further input to the ECU 2 are a signal indicative of an accelerator opening ACC which is a stepped-on amount of an accelerator pedal (not shown) from an accelerator opening sensor 43 (operating condition-detecting means) and a signal indicative of a valve lift VL of the first intake valve IV1 from a lift sensor 44.
Now, the operations of the valve control apparatus 1 described heretofore will be described collectively with reference to FIG. 6. This figure shows an example of a case in which the first intake valve IV1 and the second intake valve IV2 are opened and closed in Lo. V/T and inactive V/T, respectively. As shown in the figure, the first and second exhaust valves EV1, EV2 are actuated by following the respective cam profiles of the exhaust cams 25a, 25b, whereby they start to open at a crank angle position slightly before their BDC before the exhaust stroke and terminate closing slightly after their TDC before the intake stroke. The second intake valve IV2 is opened by the inactive cam 11a following its cam profile by a very small lift during an end portion of the intake stroke.
Further, the intake valve IV1 is actuated by the low-speed cam 11a following its cam profile, thereby starting to open slightly before the TDC before the intake stroke, and when the EMA 29 is inactive, terminates its closing operation slightly after its BDC before the compression stroke (hereinafter after referred to as “BDC closing”). On the other hand, when the EMA 29 is active, the coil 37 starts to be energized in timing before the lift VL of the first intake valve IV1 reaches the aforementioned holding lift VLL. This energization start timing is made earlier as the engine rotational speed NE is higher, so as to enable time to be secured which is necessary for operation of the EMA 29. For example, the latest timing is set to approximately the same timing as the armature 39 is seated (CRK1 in
Thereafter, until the energization of the coil 37 is stopped, the lift VL of the first intake valve IV1 is held at the holding lift VLL, so that the low-speed cam 11a is moved away from the low-speed rocker arm 12a and freely rotates. Then, the coil 37 is turned off (e.g. CRK4) to decrease the magnetic force acting on the armature 39, whereby the first intake valve IV1 is liberated from the holding by the EMA 29 (CRK5), and is moved by the spring force of the coil spring 3c along the valve lift curve VLDLY1 to the valve-closing position. After that, at a crank angle position (CRK6) slightly before the valve-closing position, the hydraulic impact-lessening mechanism 30 starts to act to thereby decelerate the first intake valve IV1, which finally reaches the valve-closing position in a cushioned state (CRK7).
It should be noted that the valve lift curve VLDLY1 mentioned above represents a case of the coil 37 being turned off latest, and a valve lift curve VLDLY2 in
The ECU 2 in the present embodiment forms control means, operating condition-detecting means, and operation mode-determining means, and is implemented by a microcomputer comprised of a CPU, a RAM, a ROM, and an input/output interface (none of which is shown). The above-mentioned signals indicative of detections by the sensors 42 to 44 are input to the CPU after A/D conversion and shaping by the input/output interface. The CPU determines operating conditions of the engine 3 by control programs stored in the ROM according to these input signals, and controls the operations of the variable valve-closing timing device 7 and the VTEC 13 in the following manner:
If the answer to the question of the step 61 is negative (NO), i.e. if no fail has occurred on the EMA 29, it is determined whether or not the engine 3 is in a start mode (step 62). This determination is carried out e.g. based on the engine rotational speed Ne, and when the engine rotational speed Ne is equal to or lower than a predetermined rotational speed (e.g. 500 rpm), it is determined that the engine is in the start mode. If the answer to this question is affirmative (YES), and hence the engine 3 is in the start mode, the valve timing of the first intake valve IV1 and that of the second intake valve IV2 are set to Lo. V/T and inactive V/T, respectively, by the VTEC 13 (step 63), and the EMA 29 is set to the inactive mode (step 64). That is, when the engine 3 is in the start mode, the EMA 29 is made inactive.
On the other hand, if the answer to the question of the step 62 is negative (NO), i.e. if the engine 3 is not in the start mode, it is determined whether or not the engine 3 is in an operating region A (step 65).
If the answer to the question of the step 65 is affirmative (YES) and hence the engine 3 is in the operating region A (idle operating region), similarly to the case of the engine 3 being in the start mode, the first and second intake valves IV1, IV2 are set to Lo. V/T and inactive V/T, respectively (step 66) and the EMA 29 is set to the inactive mode (step 67).
If the answer to the question of the step 65 is negative (NO), it is determined whether or not the engine 3 is in the operating region B (step 68). If the answer to this question is affirmative (YES), the first and second intake valves IV1, IV2 are set to Lo. V/T and inactive V/T (step 69), similarly to the case of the engine 3 being in the idle operating region, whereas the EMA 29 is set to the active mode (step 70). In other words, when the engine 3 is in the low-rotational speed/low-load region, the EMA 29 is made active whereby the first intake valve IV1 is controlled to late closing. This makes it possible to retard the closing timing of the first intake valve IV1, thereby reducing pumping loss and improving fuel economy.
If the answer to the question of the step S68 is negative (NO), it is determined whether or not the engine 3 is in the operating region C (step 71). If the answer to the question is affirmative (YES), the first and second intake valves IV1, IV2 are set to Lo. V/T and inactive V/T, respectively (step 72), whereas the EMA 29 is set to the inactive mode (step 73). In other words, when the engine is in the low-rotational speed/high-load region, the EMA 29 is made inactive, whereby the closing timing of the first intake valve IV1 is set to the BDC closing by the low-speed cam 11a, whereby the actual stroke volume can be increased to increase the power output.
If the answer to the question of the step S71 is negative (NO), i.e. if the engine 3 is in the operating region D, the first and second intake valves IV1, IV2 are both set to Hi. V/T (step 74) and the EMA 29 is set to the inactive mode (step 75). In other words, when the engine is in the high-rotational speed region, the first and second intake valves IV1, IV2 are set to Hi. V/T, whereby the lift is increased to increase the amount of intake air, and the closing timing of the first intake valve IV1 is set to the BDC closing to increase the actual stroke volume, which makes it possible to increase the power output to the maximum.
On the other hand, if the answer to the question of the step S61 is affirmative (YES), i.e. if a fail has occurred on the EMA 29, the program proceeds to a step 77 in
If the answer to the question of the step S77 is affirmative (YES), and hence the engine 3 is in the operating region E (low-rotational speed region), the first and second intake valves IV1, IV2 are set to Lo. V/T and inactive V/T, respectively (step 78), and the EMA 29 is set to the inactive mode (step S79). On the other hand, if the answer to the question of the step S77 is negative (NO), and hence the engine 3 is in the operating region F, the first and second intake valves IV1, IV2 are both set to Hi. V/T (step 80), and the EMA 29 is set to the inactive mode (step 81). As described above, when a fail has occurred on the EMA 29, the EMA 29 is made inactive, whereby the fail of the EMA 29 is prevented from causing adverse effects on the operations of the first and second intake valves IV1, IV2, and the valve timing of these valves is switched depending on the rotational speed region of the engine 3, whereby the first and second intake valves IV1, IV2 can be actuated by the cam-type valve actuating mechanism 5 without any trouble.
Referring again to
On the other hand if the answer to the question of the step 101 is affirmative (YES), and hence the EMA 29 has been set to the active mode, the power supply to the drive circuit is turned on (step 103), whereby the coil 37 is made energizable, and by driving the second oil pressure-switching mechanism 28, the second switching valve 27 is operated, whereby the low-speed rocker arm 12a and the EMA rocker arm 26 are connected to each other.
Next, it is determined whether or not the EMA1 is in timing for starting energization (step 104), and when the answer to this question becomes affirmative (YES), the EMA1 starts to be energized (step 105). The timing for starting the energization is set according to the engine rotational speed Ne, as described hereinabove. If the answer to the question of the step 104 is negative (NO), it is determined whether or not the EMA1 is in timing for terminating the energization (step 106). When the answer to this question becomes affirmative (YES), the energization of the EMA1 is terminated (step 107). The timing for termination of the energization is set according to the engine rotational speed Ne and the accelerator opening ACC, as described hereinbelow.
Thereafter, similarly to the above, in steps 108 to 111, steps 112 to 115, and steps 116 to 119, the start and termination of the energization of the EMA2 to EMA4 are controlled, respectively, followed by terminating the program.
As described above, according to the valve control apparatus of the present embodiment, the cam-type valve actuating mechanism 5 actuates the first and second intake valves IV1, IV2, and the EMA 29 is operated as required, whereby the closing timing of the first intake valve IV1 can be controlled as desired. This makes it possible to attain the maximum fuel economy and power output in a manner adapted to any operating conditions of the engine. That is, as described above, in the low-rotational speed/low-load operating region, the closing timing of the first intake valve IV1 is controlled to late closing in a manner adapted to each of possible cases of the operating conditions of the engine 3, whereby the pumping loss can be minimized, and hence the fuel economy can be largely improved. Further, in the high-rotational speed/high-load region, the EMA 29 is made inactive, and the first intake valve IV1 is actuated by the cam-type valve actuating mechanism 5 alone, whereby higher rotational speed and higher power output can be realized without being affected by the follow-up capability of the EMA 29.
Further, the first intake valve IV1 is basically actuated by the cam-type valve actuating mechanism 5, and the EMA 29 is only required to block the first intake valve IV1 by one electromagnet 38 in one direction, and hence one electromagnet 38 is sufficient for one cylinder 4, which allows reduction of weight and cost of the apparatus. Further, since the EMA 29 is operated only when the operating conditions thereof are satisfied, this merit and the use of one electromagnet 38 make it possible to reduce the electric power consumption, and further improve the fuel economy by the reduction of the electric power consumption.
Moreover, since the first intake valve IV1 can be operated by the cam-type valve actuating mechanism 5 alone, even when a fail, such as loss of synchronization, has occurred on the EMA 29, the first intake valve IV1 can be actuated by the cam-type valve actuating mechanism 5 without any trouble. Further, even if the EMA 29 cannot be made inactive due to the fail, it is possible to forcibly make the EMA 29 incapable of making blocking engagement with the first intake valve IV1, by stopping the supply of current to the second oil pressure-switching mechanism 28. Therefore, it is possible to positively prevent the fail of the EMA 29 from adversely affecting the first intake valve IV1, and prevent degradation of combustion state and resulting increase in exhaust emissions.
Further, at the start of the engine 3 during which it takes time to increase oil pressure, the EMA 29 is made inactive, and the first intake valve IV1 is actuated by the cam-type valve actuating mechanism 5 alone, which ensures the stable operation of the first intake valve IV1.
Further, the hydraulic impact-lessening mechanism 30 lessens the impact received by the first intake valve IV1 when it returns to the valve-closing position after cancellation of the holding thereof by the EMA 29, and noise caused by the impact can be suppressed. In this case, when the hydraulic oil is in a very low temperature condition or high temperature condition in which the viscosity of the hydraulic oil is liable to change and hence the impact-lessening performance may not be maintained, the EMA 29 is made inactive to thereby fully ensure the impact-lessening performance of the mechanism 30.
Therefore, in the present embodiment as well, the operation modes of the first and second intake valves IV1, IV2 can be switched between the Lo.-inactive V/T mode and the Hi. V/T mode, and by causing the EMA 29 to directly make blocking engagement with the low-speed rocker arm 12a, the closing timing of the first intake valve IV1 can be changed as desired. Therefore, the same effects of the first embodiment described above can be obtained. Further, when a fail has occurred on the EMA 29, the hydraulic inactivating mechanism 45 is operated, whereby the EMA 29 can be forcibly made inactive, so that the first intake valve IV1 can be actuated by the cam-type valve actuating mechanism 5 without any trouble. The present embodiment is particularly advantageous in the case where the EMA rocker arm cannot be added to the cam-type valve actuating mechanism 5 due to the layout or other constraints.
The third switching valve 46 basically has the same construction as the first switching valve 17, that is, it includes pistons 47a, 47b slidably provided for the low-speed and inactive rocker arms 12a, 12b, an oil chamber 48 formed in a piston 47b, and a coil spring 49 for urging the piston 47a toward the inactive rocker arm 12b. The oil chamber 48 is communicated with the third oil pressure-switching mechanism (not shown) via an oil passage 50 formed through the inactive rocker arm 12b and a third oil passage 16c formed through the rocker shaft 14. This third oil pressure-switching mechanism is controlled by the ECU 2, whereby the supply and cut-off of the oil pressure to the third switching valve 46 is switched.
According to the configuration described above, when the third switching valve 46 is not supplied with oil pressure, the pistons 47a, 47b are engaged with the low-speed and inactive rocker arms 12a, 12b alone, respectively, by the urging force of the coil spring 49, whereby the two rocker arms 12a, 12b are disconnected from each other and in a free state (state shown in FIG. 15). Therefore, in this state, the first switching valve 17 can switch the operation of the first and second intake valves IV1, IV2 between the Lo.-inactive V/T mode and the Hi. V/T mode. On the other hand, when the supply of oil pressure to the first switching valve 17 is stopped and the third switching valve 46 is supplied with oil pressure, the piston 47b is engaged with the low-speed and inactive rocker arms 12a, 12b in a bridging manner, whereby the rocker arms 12a, 12b are connected with each other to operate together, so that the first and second intake valves IV1, IV2 are both opened and closed by the low-speed cam 11a in Lo. V/T (hereinafter referred to as “the Lo. V/T mode”). Further, in this Lo. V/T mode, by supplying the oil pressure to the second switching valve 27 to cause the EMA 29 to operate, the closing timing of the first and second intake valves IV1, IV2 can be simultaneously controlled.
As described above, in the present embodiment, the respective operation modes of the first and second intake valves IV1, IV2 can be switched between the three modes of the Lo.-inactive V/T mode, the Hi. V/T mode, and the Lo. V/T mode. Further, in the Lo.-inactive V/T mode, the closing timing of the first intake valve IV1 can be controlled, while in the Lo. V/T mode, the closing timing of the first and second intake valves LV1, LV2 can be simultaneously controlled.
Then, as shown in
Therefore, in the present embodiment, it is possible to obtain the same advantageous effects as provided by the first and second embodiments, and in addition, in the operating region D1, i.e. in the medium-rotational speed/low-load region, the first and second intake valves IV1, IV2 are controlled to late closing, which makes it possible to widen the region in which the pumping loss is reduced, and therefore, it is possible to further improve the fuel economy.
Therefore, according to this construction, in the active mode of the EMA 29 in which the EMA rocker arm 26 is connected to the low-speed rocker arm 12a, by controlling the timing of energization of the upper and lower electromagnets 38, it is possible to control the opening and closing timing of the first intake valve IV1. More specifically, as indicated by a hatched area in
Further, in an operating region I (medium-rotational speed/high-load region) in which the Ne value is equal to or higher than the fifth predetermined value N5 and lower than the sixth predetermined value N6 and the ACC value is equal to or higher than the fourth predetermined value AC4, the first and second intake valves IV1, IV2 are set to Lo.VT and inactive V/T, respectively, and the EMA 29 is made active and controlled for the early opening. This makes it possible to increase the power output in the medium-rotational speed/high-load region. Further, in an operating region J (high-rotational speed region) in which the Ne value is equal to or higher than the sixth predetermined value N6, the first and second intake valves IV1 and IV2 are both set to Hi. V/T, and the EMA 29 is made inactive. It should be noted that the above configurations are described only by way of example, and configurations of operating regions, the valve timing of the first and second intake valves IV1, IV2, and the active and inactive states of the EMA 29, as well as a combination of these configurations can be changed as required.
It should be noted that the present invention is not limited to the embodiments described above, but can be embodied in various forms. For example, although in the embodiments, description is given of cases in which the invention is applied to the intake valves as the engine valves, this is not limitative, but the invention may be applied to exhaust valves and the valve-closing timing thereof may be controlled. This enables the overlap amount to be variably controlled, thereby enhancing the power output and reducing exhaust emissions. Further, although in the present embodiment, as the actuator for holding the intake valve in the open state, the electromagnetic actuator is employed, this is not limitative, but the invention can be applied to other types of actuators, such as a hydraulic type and an air-driven type.
Further, although in the embodiments, as one of the parameters for defining an operating region of the engine 3 for determining the operation mode of the EMA 29 etc., the accelerator opening ACC is employed, this is not limitative, but in place of this, the intake pipe absolute pressure, throttle valve opening, cylinder internal pressure, intake air amount, or other like parameters representative of load on the engine 3, may be used. Further, although in the present embodiment, the switching mechanism for forcibly switching the EMA 29 to the inactive mode is formed by a hydraulic type, this is not limitative, but an electric or other type may be employed.
Moreover, although in the above embodiments, the cam-type valve actuating mechanism is employed in combination with the VTEC 13, this is not limitative, but the present invention can be applied to a cam-type valve actuating mechanism which is used in combination a cam phase variable mechanism for continuously varying the cam phase, together with VTEC 13 or in place therewith.
As described heretofore, the valve control apparatus for an internal combustion engine, according to the invention, actuates an engine valve by the cam-type actuating mechanism, and at the same time, depending on operating conditions of the engine, the actuator is made active as required, whereby the closing timing of the engine valve can be controlled as desired and optimally set. Further, when the actuator is inactive, the actuator is disconnected from the cam-type valve actuating mechanism, whereby the engine valve can be opened and closed without increasing the inertial mass of the engine valve. Therefore, the valve control apparatus according to the invention can be suitably used in an internal combustion engine which needs attaining the improvement of fuel economy and realization of higher rotational speed and higher power output in a compatible fashion, and reducing cost and weight thereof.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2001-226709 | Jul 2001 | JP | national |
| 2002-211325 | Jul 2002 | JP | national |
This application is a 35 U.S.C. 371 national stage filing of International Application No. PCT/JP02/07624, filed 26 Jul. 2002, which claims priority to Japan Patent Application No. 2001-226709 filed on 26 Jul. 2001, in Japan and Japan Patent Application No. 2002-211325 filed on 19 Jul. 2002, in Japan. The contents of the aforementioned applications are hereby incorporated by reference.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/JP02/07624 | 7/26/2002 | WO | 00 | 1/26/2004 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO03/01042 | 2/6/2003 | WO | A |
| Number | Name | Date | Kind |
|---|---|---|---|
| 4159753 | Boche | Jul 1979 | A |
| 4408580 | Kosuda et al. | Oct 1983 | A |
| 6016779 | Nemoto et al. | Jan 2000 | A |
| Number | Date | Country |
|---|---|---|
| 54-83940 | Jan 1981 | JP |
| 56-50209 | May 1981 | JP |
| 62-41907 | Feb 1987 | JP |
| 9-96206 | Apr 1997 | JP |
| 11-193708 | Jul 1999 | JP |
| Number | Date | Country | |
|---|---|---|---|
| 20040168658 A1 | Sep 2004 | US |
