JP5310207B2 - Valve system for internal combustion engine - Google Patents

Description

  The present invention relates to a valve operating system for an internal combustion engine, and more particularly to a technique for controlling the scavenging amount of burned gas using the valve operating system.

  As a valve operating system for an internal combustion engine, a system in which the phase and operating angle of an intake / exhaust valve are variable is known. As a technique using such a valve operating system, a technique for adjusting the scavenging amount of internal EGR gas (burned gas remaining in the cylinder after completion of the exhaust stroke) by controlling the valve overlap amount has also been proposed. (For example, refer to Patent Document 1).

JP 2008-75549 A Japanese Patent Laid-Open No. 11-82074 JP 2004-92500 A JP 2006-183480 A

  By the way, when the valve overlap amount is changed, the relative relationship between the exhaust pressure and the intake pressure also changes accordingly, and thus the scavenging amount of the internal EGR gas may not converge to the desired amount. In particular, when the generated torque of the internal combustion engine is increased by increasing the scavenging amount of the internal EGR gas as much as possible, the scavenging effect of the internal EGR gas may not be sufficiently obtained.

  The present invention has been made in view of various circumstances as described above, and an object thereof is to scavenge internal EGR gas in a valve operating system for an internal combustion engine that scavenges internal EGR gas during a valve overlap period. To provide technology to increase the amount as much as possible.

  In order to solve the above-described problems, the present invention provides an internal combustion engine valve operating system that increases the internal EGR gas scavenging amount during a valve overlap period by changing the operating angle of the exhaust valve. By changing the strength, the situation where the exhaust pressure becomes larger than the intake pressure during the valve overlap period is avoided as much as possible.

  When the internal combustion engine is in a low-rotation operation state, burned gas (internal EGR gas) tends to remain in the cylinder because the inertia effect of intake air and the inertia effect of exhaust gas are small. If a relatively large amount of internal EGR gas remains in the cylinder, the efficiency of filling fresh air (air) may be reduced, and the generated torque of the internal combustion engine may be reduced.

  On the other hand, when the internal combustion engine is in a low rotation operation state, a method of increasing the internal EGR gas scavenging amount during the valve overlap period by reducing the operating angle of the exhaust valve can be considered.

By the way, when the opening / closing timing of the intake / exhaust valve deviates from the target timing, or when the phase of the exhaust pulsation deviates from the expected value due to a disturbance, a situation occurs in which the exhaust pressure becomes higher than the intake pressure during the valve overlap period. obtain. If the exhaust pressure exceeds the intake pressure during the valve overlap period, the scavenging amount of the internal EGR gas decreases, and the charging efficiency of fresh air (air) decreases.

  Therefore, the valve operating system for an internal combustion engine according to the present invention increases the cycle or amplitude of the exhaust pulsation when increasing the internal EGR gas scavenging amount during the valve overlap period.

  When the cycle of exhaust pulsation becomes longer, the period during which the exhaust pressure falls below the intake pressure becomes longer. Therefore, the period during which the exhaust pressure falls below the intake pressure during the valve overlap period can be reduced or eliminated. As a result, the scavenging effect of the internal EGR gas is increased, and the charging efficiency of fresh air (air) is also increased accordingly.

  On the other hand, when the amplitude (strength) of the exhaust pulsation is increased, the difference between the exhaust pressure and the intake pressure (a value obtained by subtracting the exhaust pressure from the intake pressure) increases. Therefore, even when the exhaust pressure fluctuates somewhat, the exhaust pressure does not easily exceed the intake pressure during the valve overlap period, and the scavenging amount of the internal EGR gas increases. As a result, the scavenging effect of the internal EGR gas is increased, and the charging efficiency of fresh air (air) is also increased accordingly.

  As a method of changing the cycle or amplitude of the exhaust pulsation, a method of changing the lift change rate (lift change rate per unit time (unit crank angle)) of the exhaust valve can be exemplified.

  For example, when the rate of change in lift of the exhaust valve decreases, the amount of exhaust exhausted from the cylinder at the beginning of opening of the exhaust valve decreases, so the cycle of exhaust pulsation becomes longer. Therefore, the valve operating system for an internal combustion engine of the present invention may increase the cycle of exhaust pulsation by reducing the lift change rate of the exhaust valve.

  It should be noted that if the lift valve change rate of the exhaust valve is lowered while the internal combustion engine is in a high speed operation state, there is a possibility that the pump loss increases and the intake air amount decreases. Therefore, it is desirable that the rate of change in lift of the exhaust valve is reduced only at the operating angle used during the low-speed operation of the internal combustion engine (hereinafter referred to as “scavenging operating angle”).

  On the other hand, when the lift change rate of the exhaust valve is increased, the amount of exhaust exhausted from the cylinder at the beginning of opening of the exhaust valve increases, so the amplitude of exhaust pulsation increases. Therefore, the valve operating system for an internal combustion engine of the present invention may increase the amplitude of exhaust pulsation by increasing the lift change rate of the exhaust valve.

  In addition, if the lift change rate of the exhaust valve is increased when the internal combustion engine is in a high-speed operation state, there is a concern that bounce occurs or noise increases when the exhaust valve is closed (at the time of seating). Therefore, it is desirable that the lift change rate of the exhaust valve is increased only at the scavenging operating angle, or the lift change rate is increased only when the exhaust valve is opened at the scavenging operating angle.

Here, as a method of changing the lift change rate of the exhaust valve only at the scavenging operating angle, the following method can be exemplified.
(1) In a valve operating system capable of switching between a scavenging working angle cam and another working angle cam as an exhaust valve drive cam, the scavenging working angle cam profile is adapted to the lift characteristics described above. To form.
(2) When the operating angle matches the scavenging operating angle in a valve operating system that continuously changes the operating angle of the exhaust valve by changing the position of the driven member interposed between the exhaust cam and the exhaust valve. The shape of the portion (driven member) with which the exhaust cam abuts is formed so as to conform to the lift characteristics described above.

  In the method (1) described above, the cam profile of the scavenging operating angle cam has a decrease or increase in the lift change rate during the exhaust valve opening operation, and the lift change rate during the exhaust valve close operation is You may form so that it may become conventional.

  ADVANTAGE OF THE INVENTION According to this invention, the scavenging amount of internal EGR gas can be increased as much as possible in the valve operating system of the internal combustion engine which scavenges internal EGR gas during a valve overlap period.

1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied. It is a figure which shows the structure of a variable working angle mechanism. It is a figure which shows the working angle of the exhaust valve at the time of scavenging control execution. It is a figure which shows the relationship between the exhaust pressure of a valve overlap period, and an intake pressure. It is a figure which shows the lift change rate of the working angle for scavenging in Example 1. FIG. It is a figure which shows the shape of the slide surface of the rocking cam arm in Example 1. FIG. It is a figure which shows the relationship between the exhaust pressure of a valve overlap period, and an intake pressure when the lift change rate of the scavenging operating angle is made small. It is a figure which shows the lift change rate of the working angle for scavenging in Example 2. FIG. It is a figure which shows the shape of the slide surface of the rocking cam arm in Example 2. FIG. It is a figure which shows the relationship between the exhaust pressure of a valve overlap period, and an intake pressure when the lift change rate of the scavenging operating angle is enlarged.

  Hereinafter, specific embodiments of the present invention will be described with reference to the drawings. The dimensions, materials, shapes, relative arrangements, and the like of the components described in the present embodiment are not intended to limit the technical scope of the invention to those unless otherwise specified.

<Example 1>
First, a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine to which the present invention is applied. An internal combustion engine 1 shown in FIG. 1 is a spark ignition type internal combustion engine (gasoline engine) having a plurality of cylinders 2. In FIG. 1, only one cylinder among a plurality of cylinders is shown.

  The internal combustion engine 1 includes a cylinder block 1a and a cylinder head 1b. A plurality of cylinders 2 are formed in the cylinder block 1a. A piston 3 is slidably mounted in each cylinder 2. The piston 3 is connected to the crankshaft 5 via a connecting rod 4. A crank position sensor 6 is attached to the cylinder block 1 a in the vicinity of the crankshaft 5.

  In the cylinder head 1b, an intake port 7 for introducing fresh air (air) to each cylinder 2 is formed. The opening end of the intake port 7 is opened and closed by an intake valve 8. The base end of the intake valve 8 is in contact with the rocker arm 9. The rocker arm 9 is swingably attached to the cylinder head 1 b and is in contact with the intake cam 10.

  The intake cam 10 rotates integrally with the intake cam shaft 11 to swing the rocker arm 9. The intake camshaft 11 is connected to the crankshaft 5 via a chain or a belt (not shown), and is driven to rotate by the crankshaft 5.

In addition, the cylinder head 1b is formed with an exhaust port 12 for discharging gas burned in each cylinder 2 (burned gas). The open end of the exhaust port 12 is opened and closed by an exhaust valve 14. The exhaust valve 14 is driven to open and close by an exhaust cam 16 provided on the exhaust camshaft 15.

  The exhaust camshaft 15 is provided with a variable phase mechanism 23 that changes the phase of the exhaust camshaft 15 with respect to the crankshaft 5. Examples of the variable phase mechanism 23 include a known mechanism that is provided between the cam pulley and the exhaust camshaft 15 and changes the phase of the exhaust camshaft 15 with respect to the cam pulley.

  Further, a variable working angle mechanism 40 for changing the working angle of the exhaust valve 14 is interposed between the exhaust valve 14 and the exhaust cam 16. Here, the configuration of the variable working angle mechanism 40 will be described with reference to FIG. FIG. 2 is a view of the variable working angle mechanism 40 as viewed from the axial direction of the exhaust camshaft 15.

  As shown in FIG. 2, the variable working angle mechanism 40 is disposed between the exhaust cam 16 and the roller rocker arm 35. The base end portion of the roller rocker arm 35 is supported by a lash adjuster 37 so as to be swingable. The distal end portion of the roller rocker arm 35 is in contact with the proximal end portion of the valve stem 14 a of the exhaust valve 14.

  The variable working angle mechanism 40 has a control shaft 41 disposed in parallel with the exhaust camshaft 15. The control shaft 41 is attached to the cylinder head 1b so as to be rotatable in the circumferential direction. A control arm 42 is fixed to the control shaft 41 with bolts 43. A part of the control arm 42 protrudes in the radial direction of the control shaft 41. A pin 45 is fixed to the protruding portion of the control arm 42. A base end portion of the intermediate arm 44 is rotatably attached to the pin 45, and the intermediate arm 44 can swing about the pin 45 as a fulcrum. A connecting shaft 54 described later is fixed to the distal end portion of the intermediate arm 44.

  A swing cam arm 50 is swingably supported on the control shaft 41. The swing cam arm 50 has a slide surface 50 a on the side facing the exhaust cam 16. The swing cam arm 50 has a swing cam surface 51 on the opposite side of the slide surface 50a. The rocking cam surface 51 has a non-acting surface 51a formed so that the distance from the rocking center of the rocking cam arm 50 is constant, and the position away from the non-working surface 51a is closer to the axis of the control shaft 41. It is comprised with the action surface 51b formed so that it might space apart.

  Between the exhaust cam 16 and the variable working angle mechanism 40, the distal end portion of the intermediate arm 44 described above is located, and a connecting shaft 54 is fixed to the distal end portion. A first roller 52 and a second roller 53 are rotatably supported on the connecting shaft 54. At this time, the positions and diameters of the first roller 52 and the second roller 53 are determined so that the first roller 52 contacts the exhaust cam 16 and the second roller 53 contacts the slide surface 50 a of the swing cam arm 50. The

  Since the intermediate arm 44 rotates (swings) with the pin 45 described above as a fulcrum, the first roller 52 and the second roller 53 follow the slide surface 50a and the peripheral surface of the exhaust cam 16 while maintaining a certain distance from the pin 45. Rocks.

  The swing cam arm 50 is formed with a spring seat 50b. One end of the lost motion spring 38 is in contact with the spring seat 50b. The other end of the lost motion spring 38 is fixed to the cylinder head 1b. By this lost motion spring 38, the slide surface 50a of the swing cam arm 50 is pressed against the second roller 53, and the first roller 52 is pressed against the exhaust cam 16. As a result, the first roller 52 and the second roller 53 are positioned while being sandwiched between the slide surface 50 a and the peripheral surface of the exhaust cam 16.

  The roller rocker arm 35 described above is located below the swing cam arm 50. The rocker roller 36 of the roller rocker arm 35 is pressed against the swing cam surface 51 by the urging force of the valve spring 14 b and the hydraulic pressure of the lash adjuster 37.

  According to the variable operating angle mechanism 40 configured as described above, when the cam nose of the exhaust cam 16 pushes the first roller 52, the second roller 53 pushes the slide surface 50a while the intermediate arm 44 swings. That is, when the cam nose of the exhaust cam 16 pushes the first roller 52, the swing cam arm 50 rotates about the control shaft 41 as a support shaft.

  As a result, the contact point between the swing cam surface 51 and the rocker roller 36 moves from the non-operation surface 51a to the operation surface 51b, and the roller rocker arm 35 is pushed down. When the roller rocker arm 35 is pressed, the exhaust valve 14 opens accordingly.

  When the rotation angle of the control shaft 41 is changed, the position of the second roller 53 on the slide surface 50a changes, and the swing range of the swing cam arm 50 during the lift operation changes. For example, when the control shaft 41 rotates counterclockwise in FIG. 2, the position of the second roller 53 on the slide surface 50 a moves to the tip side of the swing cam arm 50. Accordingly, the contact position between the rocking cam surface 51 and the rocker roller 36 is changed to a position away from the action surface 51b within the range of the non-action surface 51a.

  Therefore, the amount of rotation (rotation angle) of the swing cam arm 50 required from when the cam nose of the exhaust cam 16 starts to push the first roller 52 until the roller rocker arm 35 starts swinging increases. As a result, the working angle (and lift amount) of the exhaust valve 14 is reduced.

  Conversely, when the control shaft 41 rotates clockwise in FIG. 2, the position of the second roller 53 on the slide surface 50 a moves to the proximal end side of the swing cam arm 50. Accordingly, the contact position between the swing cam surface 51 and the roller rocker arm 35 changes to a position close to the action surface 51b within the range of the non-action surface 51a.

  Therefore, the amount of rotation (rotation angle) of the swing cam arm 50 required from when the cam nose of the exhaust cam 16 starts to push the first roller 52 until the roller rocker arm 35 starts swinging is reduced. As a result, the working angle (and lift amount) of the exhaust valve 14 increases.

  Returning to FIG. 1, the internal combustion engine 1 is provided with an ECU 60. The ECU 60 is an electronic control unit that includes a CPU, a ROM, a RAM, a backup ram, and the like. In addition to the crank position sensor 6 described above, the ECU 60 receives output signals from various sensors such as the accelerator position sensor 20. The accelerator position sensor 20 is a sensor that outputs an electrical signal corresponding to the operation amount of the accelerator pedal 21.

  The ECU 60 is electrically connected to the actuator 22 and the variable phase mechanism 23 for rotationally driving the control shaft 41 of the variable working angle mechanism 40 described above, and electrically controls the actuator 22 and the variable phase mechanism 23. . For example, the ECU 60 controls the variable phase mechanism 23 and / or the variable working angle mechanism 40 (scavenging control) in order to promote scavenging of the internal EGR gas when the internal combustion engine 1 is in the low rotation operation state.

  Hereinafter, the execution procedure of the scavenging control in the present embodiment will be described.

In the scavenging control, the ECU 60 controls the actuator 22 so that the operating angle of the exhaust valve 14 decreases (the control shaft 41 rotates counterclockwise in FIG. 2), as shown in FIG. The valve opening timing of 14 is retarded. The operating angle at that time is such that the timing at which the negative pressure wave of the exhaust pulsation reaches the cylinder 2 (in other words, the period in which the pressure in the exhaust port 12 is lower than the pressure in the intake port 7) is synchronized with the valve overlap period. To be determined.

  Further, the ECU 60 adjusts the valve overlap amount by controlling the variable phase mechanism 23 as necessary. When a mechanism capable of changing the operating angle and phase of the intake valve 8 is provided, the ECU 60 may also control these mechanisms to adjust the timing and length of the valve overlap period.

  According to such scavenging control, the pressure (intake pressure) in the intake port 7 becomes higher than the pressure (exhaust pressure) in the exhaust port 12 during the valve overlap period, so the burned gas in the cylinder 2 is fresh air ( Air). As a result, the charging efficiency of fresh air (air) is increased, and the generated torque of the internal combustion engine 1 can be increased.

  By the way, when the operating angle or phase of the intake valve 8 or the exhaust valve 14 is deviated from a desired target value or the phase of the intake pressure or exhaust pulsation is deviated from an assumed value due to disturbance or the like, In the valve overlap period (O / L period in FIG. 4), the period during which the exhaust pressure exceeds the intake pressure increases. As a result, the scavenging amount of the internal EGR gas decreases, and the generated torque of the internal combustion engine 1 does not reach the target value.

  In view of this, the valve operating system for the internal combustion engine of the present embodiment increases the cycle of exhaust pulsation when scavenging control is executed. Specifically, the lift change rate at the beginning of opening of the exhaust valve 14 is reduced at the operating angle (scavenging operating angle) of the exhaust valve 14 used when the scavenging control is executed.

  If the operating angle is changed by the variable operating angle mechanism, the lift waveform of the exhaust valve changes in a similar manner. On the other hand, the variable working angle mechanism 40 of the present embodiment may be configured such that the lift change rate at the scavenging working angle is smaller than the lift change rate at other working angles, as shown in FIG. .

  As a method of reducing the lift change rate at the scavenging operating angle, as shown in FIG. 6, when the exhaust valve 14 starts to open at the scavenging operating angle on the slide surface 50a of the swing cam arm 50, the second roller 53 is applied. What is necessary is just to change the shape of the part to contact | abut into the shape where the rotation amount of the rocking cam arm 50 reduces.

  If the lift change rate when the exhaust valve 14 starts to open at the scavenging operating angle becomes small, the exhaust flow rate flowing from the cylinder 2 to the exhaust port 12 when the exhaust valve 14 starts to open decreases. When the exhaust flow rate is reduced in this way, the propagation speed of the pressure wave is reduced, so that the exhaust pulsation cycle is expanded.

  Accordingly, as shown in FIG. 7, during the period in which the exhaust pressure is lower than the intake pressure in the valve overlap period (O / L period), the lift change rate is equal to other operating angles (exhaust pressure in FIG. 7). In contrast to A), when the rate of change in lift is made smaller than the other operating angles (exhaust pressure B in FIG. 7), it becomes longer.

  As a result, the period during which the exhaust pressure becomes higher than the intake pressure during the valve overlap period decreases or disappears, and the scavenging amount of the internal EGR gas increases. Along with this, the charging efficiency of fresh air (air) is increased, so that the generated torque of the internal combustion engine 1 is increased.

When the period during which the exhaust pressure is lower than the intake pressure increases, the intake valve 8 and the exhaust valve 14
The exhaust pressure exceeds the intake pressure during the valve overlap period even if the operating angle or phase of the engine deviates from the desired target value, or the intake pressure or exhaust pulsation phase deviates from the expected value due to disturbance, etc. Since the period is reduced as much as possible, the robustness is improved.

  In the present embodiment, the variable working angle mechanism 40 that continuously changes the working angle of the exhaust valve 14 is illustrated, but the working angle of the exhaust valve 14 is changed stepwise by switching a plurality of types of exhaust cams. It may be a mechanism. In that case, the cam profile of the exhaust cam used when the scavenging control is executed may be formed so that the lift change rate at the beginning of opening of the exhaust valve 14 is small.

<Example 2>
Next, a second embodiment of the present invention will be described with reference to FIGS. Here, a configuration different from that of the first embodiment will be described, and description of the same configuration will be omitted.

  In the first embodiment described above, an example in which the scavenging amount of the internal EGR gas is increased by increasing the period of the exhaust pulsation has been described, but in this embodiment, the amplitude of the internal EGR gas is increased by increasing the amplitude of the exhaust pulsation. An example of increasing the scavenging amount will be described.

  As a method of expanding the amplitude of the exhaust pulsation, a method of increasing the lift change rate at the beginning of opening of the exhaust valve 14 can be exemplified. However, if the lift change rate at the beginning of opening of the exhaust valve 14 is increased, bounce and noise of the exhaust valve 14 are likely to occur during high-speed operation, so the lift change rate may be increased only at the scavenging operating angle. desirable.

  Therefore, in this embodiment, as shown in FIG. 8, the variable working angle mechanism 40 is configured such that the lift change rate at the scavenging working angle is larger than the lift change rates at other working angles. As a method of increasing the lift change rate in the scavenging operating angle, as shown in FIG. 9, when the exhaust valve 14 starts to open at the scavenging operating angle on the slide surface 50a of the swing cam arm 50, the second roller 53 is applied. What is necessary is just to change the shape of the part which touches into the shape which the rotation amount of the rocking cam arm 50 increases.

  If the lift change rate when the exhaust valve 14 starts to open at the scavenging operating angle increases, the amount of exhaust discharged per unit time from the cylinder 2 to the exhaust port 12 increases when the exhaust valve 14 starts to open. When the exhaust amount discharged from the cylinder 2 to the exhaust port 12 per unit time at the beginning of opening of the exhaust valve 14 increases, the amplitude of the exhaust pulsation increases.

  Therefore, as shown in FIG. 10, the difference between the exhaust pressure and the intake pressure in the valve overlap period (O / L period) (the value obtained by subtracting the exhaust pressure from the intake pressure) Compared to the equivalent case (exhaust pressure C in FIG. 10), the lift change rate is larger than other operating angles (exhaust pressure D in FIG. 10).

  As a result, the amount of internal EGR gas scavenged per unit time increases. Furthermore, even if the exhaust pressure varies somewhat due to disturbance or the like, the exhaust pressure does not easily exceed the intake pressure. As a result, the charging efficiency of fresh air (air) increases, and the generated torque of the internal combustion engine 1 increases.

In the present embodiment, the variable working angle mechanism 40 that continuously changes the working angle of the exhaust valve 14 is illustrated, but the working angle of the exhaust valve 14 is changed stepwise by switching a plurality of types of exhaust cams. It may be a mechanism. In that case, the cam profile of the exhaust cam used when executing the scavenging control may be formed so that the lift change rate at the beginning of opening of the exhaust valve 14 is increased.

DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Cylinder 7 Intake port 8 Intake valve 9 Rocker arm 10 Intake cam 11 Intake cam shaft 12 Exhaust port 14 Exhaust valve 14a Valve stem 14b Valve spring 15 Exhaust camshaft 16 Exhaust cam 22 Actuator 23 Variable phase mechanism 35 Roller rocker arm 36 Rocker roller 37 Rush adjuster 38 Lost motion spring 40 Variable working angle mechanism 41 Control shaft 42 Control arm 43 Bolt 44 Intermediate arm 45 Pin 50 Swing cam arm 50a Slide surface 50b Spring seat 51 Swing cam surface 51a Non-working surface 51b Working surface 52 1st roller 53 2nd roller 54 Connecting shaft 60 ECU

Claims (2)

In a valve operating system for an internal combustion engine that scavenges internal EGR gas during a valve overlap period by changing a working angle of an exhaust valve,
A valve operating system for an internal combustion engine, wherein when the internal EGR gas is scavenged, a cycle of exhaust pulsation is expanded by decreasing a lift change rate of the exhaust valve. Oite to claim 1, an internal combustion engine valve train system only, and wherein the reducing the lift rate of change of the exhaust valve at the working angle when the scavenging of internal EGR gas.

Images