JP2012127219A - Variable valve device of internal combustion engine, and control device for the variable valve device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable valve device capable of suppressing aldehyde in an exhaust gas generated from a mixed fuel containing an oxygen-containing fuel such as alcohol in a gasoline fuel.SOLUTION: When it is determined to be an engine-starting condition in step 1, an alcohol concentration is detected in step 2. In step 3, a lift L2 of an intake valve corresponding to an alcohol concentration of, for example, 50% is selected to calculate O/L2 (valve overlap 2) and IVC2 (intake valve closing period 2). Cranking is started in step 4 and a switching signal is output to air intake VEL1 in step 5 so that the lift L2 is targeted. In step 6, an actual lift is detected. When the actual lift is determined to be the target lift in step 7, combustion control for fuel injection, ignition and the like is carried out in step 8 to perform combustion for a first idling operation. Since O/L2 and IVC2 are suitable for the alcohol concentration of 50%, they fall on points a2 in Fig.11A and Fig.11B respectively, leading to reduction of aldehyde, PM, HC and NOx and improvement of starting performance.

Description

  The present invention relates to a variable valve operating apparatus for an internal combustion engine that uses engine fuel containing oxygen-containing fuel (such as alcohol) and a control apparatus for the variable valve operating apparatus.

  As a variable valve operating apparatus for an internal combustion engine using a mixed fuel containing an oxygen-containing fuel such as alcohol as gasoline fuel, a technique described in Patent Document 1 below is known.

  The flexible fuel vehicle (FFV) using this alcohol-mixed fuel is retarded by a valve timing control device that variably controls the lift phase (opening / closing timing) of the intake valve at light loads such as when the engine is started or during idling. To reduce the valve overlap (O / L) and reduce the amount of exhaust gas blown back to the intake port or the combustion chamber to stabilize combustion and improve fuel efficiency.

JP 2009-47002 A

  Here, considering the aldehyde, which is a harmful substance that is specifically generated when the oxygen-containing fuel such as the alcohol burns, in the prior art described in the publication, the valve overlap itself is controlled to be small. Has the effect of stabilizing combustion and reducing the generation of aldehydes.

  However, at the same time, the closing timing (IVC) of the intake valve deviates from the bottom dead center of the piston to the retarded angle side, so that the effective compression ratio decreases, the gas temperature at the piston top dead center decreases, and the combustion temperature Will go down. For this reason, there is a technical problem that the aldehyde increases accordingly, and as a result, the aldehyde cannot be reduced sufficiently in total.

  On the contrary, it is conceivable to control the lift phase of the intake valve to the advance side by the valve timing control device, but in this case, since the IVC approaches the bottom dead center of the piston, the effective compression ratio becomes high, The gas temperature at the top dead center of the piston increases and the combustion temperature rises. For this reason, generation | occurrence | production of the said aldehyde can be suppressed.

  However, since the valve overlap also increases at the same time, the amount of aldehyde increases accordingly, and the total generation of aldehyde cannot be reduced sufficiently.

  The present invention has been devised in view of the above-described conventional technical problems, and sufficiently suppresses aldehydes and the like in exhaust gas generated due to a mixed fuel containing gasoline-containing oxygen-containing fuel such as alcohol. A variable valve operating apparatus for an internal combustion engine is provided.

  According to the first aspect of the present invention, in particular, the mechanical stable position of the variable mechanism in the non-operating state is substantially the same as that in the first idle operation when the concentration of the oxygen-containing fuel is the highest in the specified range. It is characterized by a position that is a characteristic of the valve.

  The invention according to claim 2 is characterized in that, in particular, the mechanical stable position of the variable mechanism in the non-operating state is the characteristic of the engine valve during fast idle operation when the concentration of the oxygen-containing fuel is the highest in the specified range. In contrast, the valve overlap between the intake valve and the exhaust valve is reduced or the minus valve overlap is increased, and the closing timing of the intake valve is set to a position approaching the piston bottom dead center. It is a feature.

  According to the third aspect of the present invention, when the oxygen-containing fuel concentration in the engine fuel is high, the characteristics of the engine valve during the first idle operation from the start of the internal combustion engine to the completion of warm-up are obtained by the intake valve and the exhaust valve. Control is performed so that the valve overlap is decreased or the minus valve overlap is increased, and control is performed so that the closing timing of the intake valve does not deviate from the bottom dead center position of the piston.

  According to the present invention, it is possible to sufficiently suppress the generation of aldehyde during the first idle operation from the engine start to the completion of warm-up.

1 is a schematic view of an internal combustion engine and a variable valve operating apparatus according to a first embodiment of the present invention. It is a perspective view showing intake VEL1 provided for this embodiment. It is a partial cross section figure which shows the minimum lift control state by the actuator provided to this embodiment. It is a partial cross section figure which shows the maximum lift control state by the actuator provided to this embodiment. A and B are operation explanatory diagrams at the time of the minimum lift control by the intake air VEL1 of the present embodiment. A and B are operation explanatory diagrams at the time of the maximum lift control by the intake air VEL1 of the present embodiment. It is a characteristic view of the lift amount and opening / closing timing of the intake valve by the intake VEL1. It is a front view of the state where the front cover of intake VTC2 (exhaust VTC3) used for a 2nd embodiment was removed, A shows the most advanced angle control state, and B shows the most retarded angle control state. It is a longitudinal cross-sectional view which shows the whole structure of the intake VTC2 (exhaust VTC3). The relationship between the valve lift characteristic and the valve timing characteristic with respect to the alcohol concentration during the first idle operation in the first embodiment is shown. Specifically, A shows the relationship between the valve overlap and the alcohol concentration, and B shows the intake valve. It is a characteristic view which shows the relationship between closing time (IVC) and alcohol concentration. A is a graph showing the relationship between the valve lift characteristics of the intake valve and the generation amounts of aldehyde and PM in the first embodiment, and B is a characteristic diagram showing the relationship between the valve lift characteristics of the intake valve and the generation amounts of HC and NOx. . It is a characteristic view which shows the relationship between the valve lift characteristic of the intake valve and engine startability in 1st Embodiment. It is a control flowchart figure by the electronic controller in 1st Embodiment. The relationship between the alcohol concentration and valve timing at the time of the first idle operation in the second embodiment is shown. A is the relationship between the valve overlap and the intake valve closing timing when the alcohol concentration is 85% and B is 0%. Is shown.

  Embodiments of a variable valve operating apparatus for an internal combustion engine according to the present invention will be described below in detail with reference to the drawings. In this embodiment, the present invention is applied to a four-cycle four-cylinder internal combustion engine using engine fuel in which gasoline fuel and oxygen-containing fuel such as alcohol are mixed.

  First, the overall configuration of the internal combustion engine according to the present invention will be described with reference to FIG. 1. A piston 01 provided in a cylinder bore formed in a cylinder block SB and slidable up and down, and an interior of the cylinder head SH. And a pair of intake valves 4 per cylinder that are slidably provided on the cylinder head SH and open and close the open ends of the intake and exhaust ports IP and EP, respectively. 4 and exhaust valves 5 and 5.

  Further, the fuel mixture is stored in a fuel tank FT provided at the lower part of the vehicle body floor, and the alcohol concentration in the fuel mixture is, for example, a predetermined alcohol concentration range in which use is permitted, such as 0% to 85%. Is set as a vehicle specification, that is, as a specified concentration range.

  The piston 01 is connected to the crankshaft 02 via a connecting rod 03, and forms a combustion chamber 04 between the crown surface and the lower surface of the cylinder head SH.

  A butterfly throttle valve SV for controlling the intake air amount is provided in the upstream side of the intake manifold Ia of the intake pipe I connected to the intake port IP, and a fuel injection valve 09 is provided on the downstream side. Is provided to inject the mixed fuel into the intake port IP. In addition, an ignition plug 05 is provided substantially at the center of the cylinder head SH.

  The crankshaft 02 is rotationally driven by an electric drive motor 07 via a pinion gear mechanism 06 when the engine is started. The drive motor 07 is configured not only to perform the start cranking but also as a crank position control means for controlling the crank angle (crank position) when the engine is stopped and the sliding position of the piston 01.

  The intake valves 4 and 4 are variably controlled by a variable mechanism in their valve lift amount, operating angle, and lift phase (open / close timing).

  That is, as shown in FIGS. 1 and 2, the variable mechanism controls the intake valve VEL1 for controlling the valve lift and the operating angle (opening period) of both intake valves 4 and 4, and the opening and closing timing of the intake valves 4 and 4. The intake VTC 2 is controlled, and the exhaust VTC 3 is further controlled to control the opening / closing timing of the exhaust valves 5 and 5.

  In the first embodiment, only the intake air VEL1 is operated.

  The intake air VEL1 has the same configuration as that described in, for example, Japanese Patent Application Laid-Open No. 2003-172112 previously filed by the present applicant. Therefore, in brief, an unillustrated bearing above the cylinder head SH. A hollow drive shaft 6 rotatably supported on the drive shaft 6, a drive cam 7 that is an eccentric rotary cam fixed to the drive shaft 6 by press-fitting or the like, and an outer peripheral surface of the drive shaft 6 are swingably supported. Thus, two swing cams 9 and 9 for slidingly opening the intake valves 4 and 4 in contact with the upper surfaces of the valve lifters 8 and 8 disposed at the upper ends of the intake valves 4 and 4 and a drive cam 7 And a swing mechanism 9, 9, and a transmission mechanism that transmits the rotational force of the drive cam 7 as the swing force of the swing cams 9, 9.

  The drive shaft 6 receives a rotational force from the crankshaft 02 via a timing sprocket 30 and a timing chain provided at one end, and this rotational direction is set in the clockwise direction (arrow direction) in FIG. Has been.

  The drive cam 7 has a substantially ring shape and is fixed to the drive shaft 6 through a drive shaft insertion hole formed in the internal axis direction. The shaft center of the cam main body has a diameter from the shaft center of the drive shaft 6. Offset by a certain amount in the direction.

  As shown in FIGS. 2 and 5 and the like, both the swing cams 9 have substantially the same raindrop shape and are integrally provided at both ends of the annular cam shaft 10. A shaft 10 is rotatably supported on the drive shaft 6 via an inner peripheral surface. The cam surface 9a formed on the lower surface of each swing cam 9 includes a base circle surface on the shaft side of the camshaft 10, a ramp surface extending in an arc shape from the base circle surface toward the cam nose portion, and the ramp surface. A lift surface connected to the top surface of the maximum lift on the tip side of the cam nose portion is formed, and the base circle surface, the ramp surface, and the lift surface correspond to the position of the swing cam 9 according to the swing position of each valve lifter 8. It comes in contact with a predetermined position on the upper surface.

  The transmission mechanism includes a rocker arm 11 disposed above the drive shaft 6, a link arm 12 linking the one end 11 a of the rocker arm 11 and the drive cam 7, the other end 11 b of the rocker arm 11, and a swing cam 9. And a link rod 13 that cooperates with each other.

  The rocker arm 11 has a cylindrical base portion at the center thereof rotatably supported by a control cam, which will be described later, via a support hole, and one end portion 11 a is rotatably connected to the link arm 12 by a pin 14. . On the other hand, the other end portion 11 b is rotatably connected to one end portion 13 a of the link rod 13 via a pin 15.

  The link arm 12 has a fitting hole in which the cam body of the drive cam 7 is rotatably fitted at the center position of a relatively large-diameter annular base 12a, while the protruding end 12b is the pin. 14 is connected to one end 11a of the rocker arm.

  The other end portion 13 b of the link rod 13 is rotatably connected to the cam nose portion of the swing cam 9 via a pin 16.

  A control shaft 17 is rotatably supported by the same bearing at a position above the drive shaft 6 and is slidably fitted into the support hole of the rocker arm 11 on the outer periphery of the control shaft 17. A control cam 18 serving as a swing fulcrum of 11 is fixed.

  The control shaft 17 is arranged in the longitudinal direction of the engine in parallel with the drive shaft 6 and is controlled to rotate by an actuator 19. On the other hand, the control cam 18 has a cylindrical shape, and the axial center position is deviated from the axial center of the control shaft 17 by a predetermined amount.

  As shown in FIGS. 2 to 4, the actuator 19 includes an electric motor 20 fixed to one end portion of the housing 19 a, and is provided inside the housing 19 a so that the rotational driving force of the electric motor 20 is applied to the control shaft 17. And a ball screw speed reduction mechanism 21 for transmitting to the motor.

  The electric motor 20 is composed of a proportional DC motor, and is driven by a control signal from an electronic controller 22 (ECU) that detects an engine operating state.

  The electronic controller 22 includes a crank angle sensor for detecting the engine speed, an air flow meter for detecting the intake air amount, an engine cooling water temperature sensor 61, an intake air temperature sensor, a knocking sensor 62, a vehicle speed sensor, an accelerator opening sensor, and the like. The present engine operating state is detected by detection signals from the various sensors, and control signals are output to the throttle valve SV, the fuel injection valve 09, the electric motor 20, and the like, and the throttle opening degree of the throttle valve SV, The fuel injection amount of the fuel injection valve 09, and the forward / reverse rotation and rotation speed of the electric motor 20 are controlled.

  The electronic controller 22 is supplied with a detection signal from a concentration detection sensor 32 for detecting the alcohol concentration in the fuel tank FT, and an air-fuel ratio provided in the exhaust port EP. An actual air-fuel ratio λ detection signal is input from the sensor 33.

  That is, as described above, the electronic controller 22 calculates the required torque by calculating the required torque from the engine speed, the accelerator opening, etc., and at this time, it is determined in consideration of the alcohol concentration of the mixed fuel. It is supposed to be. This is because the same weight of air and the fuel weight (volume) for combustion without excess or deficiency are different from those of gasoline fuel.

  Here, as is well known, the air-fuel ratio when the combustion of oxygen in the air-fuel mixture reacts without excess or deficiency is referred to as the stoichiometric air-fuel ratio, but 14.7 g of air is required for combustion of 1 g of gasoline fuel. The stoichiometric air-fuel ratio at 14.7 is 14.7. In contrast, for example, it is 9 for ethanol (ethyl alcohol).

  Therefore, the fuel weight for burning without excess or deficiency with the same air weight is 14.7 / 9 = about 1.6 times greater in ethanol than in gasoline. For this reason, the weight (volume) for fuel injection is corrected so as to increase as the detected alcohol concentration increases.

  A value obtained by dividing the actual air-fuel ratio in the operating state by the stoichiometric air-fuel ratio is a characteristic value called an excess air ratio (λ), where λ = 1 indicates the stoichiometric air-fuel ratio, λ> 1 indicates lean combustion, and λ < 1 means rich combustion. The alcohol concentration detection sensor 33 performs feedback control of the air-fuel ratio so that, for example, λ = 1 while monitoring λ of the fuel tank FT.

  In the combustion state, the alcohol concentration can be calculated backward from the λ value from the alcohol concentration detection sensor 33 and the actual fuel injection weight (volume) without using the alcohol concentration sensor. Thereby, the alcohol concentration sensor can be replaced.

  The ball screw speed reduction mechanism 21 includes a ball screw shaft 23 disposed substantially coaxially with the drive shaft of the electric motor 20, a ball nut 24 that is a moving member screwed onto the outer periphery of the ball screw shaft 23, and the control It is mainly comprised from the linkage arm 25 connected with the one end part of the axis | shaft 17 along the diameter direction, and the link member 26 which links this linkage arm 25 and the said ball nut 24. As shown in FIG.

  In the ball screw shaft 23, a ball circulation groove 23a having a predetermined width is continuously formed in a spiral shape on the entire outer peripheral surface excluding both end portions, and one end portion thereof is coupled to the drive shaft 20a of the electric motor 20 and applied. The rotation transmits the rotational driving force of the electric motor 20 to the ball screw shaft 23 and allows the ball screw shaft 23 to move slightly in the axial direction.

  The ball nut 24 is formed in a substantially cylindrical shape, and a guide groove 24a that rotatably holds a plurality of balls 27 together with the ball circulation groove 23a is continuously formed in a spiral shape on an inner peripheral surface. At the same time, an axial moving force is applied to each ball 27 while converting the rotational motion of the ball screw shaft 23 to the ball nut 24 into linear motion.

  The ball nut 24 is urged toward the electric motor 20 by the spring force of the coil spring 31 as urging means, and the backlash gap with the ball screw shaft 23 is eliminated. The intake valves 4 and 4 are always urged through the control shaft 17 in the direction of the minimum lift and the minimum operating angle by the spring force. That is, when the electric motor 20 is in the non-operating state, the mechanical stable position of the intake VEC 1 is set to the position of the minimum lift and operating angle of the intake valves 4 and 4 by the spring force of the coil spring 31. Has been.

  Therefore, after the engine is stopped, the spring force of the coil spring 31 is surely urged to the minimum operating angle side (the most advanced angle side) and maintains a stable state.

  Hereinafter, the operation of the intake air VEL1 will be briefly described.

  When the engine is stopped, the power supply to the electric motor 20 from the electronic controller 22 is cut off, so that the ball nut 24 is moved in the left direction as shown in FIG. 3 (rear view) by the spring force of the coil spring 31. And the control shaft 17 is rotated in one direction via the link member 39 and the linkage arm 25. That is, when the operating force by the electric motor 20 does not work, the lift and operating angle characteristics of the intake valves 4 and 4 are stably maintained at the minimum operating angle mechanically, and the minimum operating angle becomes a so-called default position. . The control shaft 17 is configured such that the left and right maximum rotation positions are restricted by a rotation restriction stopper (not shown).

  Therefore, as shown in FIGS. 5A and 5B (rear view), the control cam 18 rotates around the axis of the control shaft 17 with the same radius, and the thick portion moves away from the drive shaft 6 in the upper left direction. To do. As a result, the pivotal support point of the other end portion 11b of the rocker arm 11 and the link rod 13 is moved in the upper left direction with respect to the drive shaft 6. Therefore, each swing cam 9 is connected to the cam nose portion side via the link rod 13. The whole is forcibly pulled up and rotated in the counterclockwise direction shown in FIG.

  Therefore, when the drive cam 7 rotates and pushes up the one end portion 11 a of the rocker arm 11 via the link arm 12, the lift amount is transmitted to the swing cam 9 and the valve lifter 16 via the link rod 13. As a result, the valve lift amount of the intake valves 4 and 4 becomes the minimum lift (L0) as shown by the valve lift characteristic of FIG. 7, and the operating angle D0 becomes the minimum. For this reason, the closing timing (IVC) of the intake valves 4 and 4 is controlled to the advance side. Here, the operating angle refers to the crank rotation angle (double the rotation angle of the drive shaft 6) during the open period of the intake valves 4 and 4.

  Next, when cranking is started by turning on the ignition switch, the valve lift is maintained at the minimum lift L0 and the operating angle D0 by the urging force of the coil spring 31, and the intake valve 4, 4 close timing (IVC) is also near the bottom dead center of the piston. After the cranking is started, as will be described later, the lift and the operating angle are converted based on the alcohol concentration, and the lift and the operating angle are maintained during the first idle operation until the warm-up is completed.

  Then, when the first idle operation is shifted to the normal operation, the electronic controller 22 controls, for example, the small lift (L1) to the medium lift (L2 to 3) shown in FIG. 7 and the small operating angle (D1) to the medium operating angle. (D2-3). As a result, the opening timing IVO of the intake valves 4 and 4 is advanced, the closing timing IVC is delayed, the valve overlap with the exhaust valves 5 and 5 is increased, and the pumping loss is reduced, thereby improving the fuel efficiency. .

  When the accelerator is depressed to shift from the normal operation to the high load / high rotation operation region, the electric motor 20 is rotated in one direction by the control signal from the electronic controller 22, and the control shaft 17 causes the control cam 18 to counterclockwise. Rotate in the direction to rotate the shaft center downward as shown in FIGS. 6A and 6B (rear view). For this reason, the entire rocker arm 11 moves toward the drive shaft 6, and the other end portion 11 b presses the cam nose portion of the swing cam 9 downward via the link rod 13 to place the entire swing cam 9. Rotate clockwise by a fixed amount.

  Therefore, when the drive cam 7 rotates and pushes up the one end portion 11a of the rocker arm 11 via the link arm 12, the lift amount is transmitted to the swing cam 9 and the valve lifter 8 via the link rod 13. The valve lift increases continuously by L4 as shown in FIG.

  That is, the lift amount of the intake valves 4 and 4 changes continuously from the minimum lift L0 to the maximum lift L4 in accordance with the operating state of the engine. Also changes continuously from the minimum lift D0 to the maximum lift D4.

  The intake VTC 2 is of a so-called vane type and is substantially the same as the structure shown in, for example, Japanese Patent Application Laid-Open No. 2007-198367 previously filed by the present applicant, so that it will be briefly described with reference to FIGS. To do.

  That is, a timing sprocket 30 that transmits a rotational force to the drive shaft 6, a vane member 32 that is fixed to the end of the drive shaft 6 and is rotatably accommodated in the timing sprocket 30, and the vane member 32 is hydraulically operated. And a hydraulic circuit 33 that rotates forward and backward.

  The timing sprocket 30 includes a housing 34 that rotatably accommodates the vane member 32, a disk-shaped front cover 35 that closes the front end opening of the housing 34, and a substantially disk that closes the rear end opening of the housing 34. The housing 34, the front cover 35, and the rear cover 36 are integrally fastened together by four small-diameter bolts 37 from the axial direction of the drive shaft 6.

  The housing 34 has a cylindrical shape in which both front and rear ends are formed, and shoes 34a that are four partition walls project inward at a position of about 90 ° in the circumferential direction of the inner peripheral surface.

  Each of the shoes 34a has a substantially trapezoidal cross section, and four bolt insertion holes 34b through which the shaft portions of the respective bolts 37 are inserted are formed at substantially central positions so as to penetrate in the axial direction. A U-shaped seal member 38 and a leaf spring (not shown) that presses the seal member 38 inwardly are fitted and held in a holding groove that is cut out along the axial direction at the position.

  The front cover 35 is formed in the shape of a disk plate, and a support hole 35a having a relatively large diameter is formed in the center. The front cover 35 is not shown at a position corresponding to each bolt insertion hole of the housing 34 on the outer periphery. These four bolt holes are drilled.

  The rear cover 36 is integrally provided with a gear portion 36a meshing with the timing chain on the rear end side, and a large-diameter bearing hole 36b is formed in the axial direction so as to penetrate therethrough.

  The vane member 32 includes an annular vane rotor 32a having a bolt insertion hole in the center, and four vanes 32b that are integrally provided at approximately 90 ° in the circumferential direction of the outer peripheral surface of the vane rotor 32a.

  In the vane rotor 32a, a small-diameter cylindrical portion on the front end side is rotatably supported by the support hole 35a of the front cover 35, while a small-diameter cylindrical portion on the rear end side is freely rotatable in the bearing hole 36b of the rear cover 36. It is supported.

  The vane member 32 is fixed to the front end portion of the drive shaft 6 from the axial direction by a fixing bolt 39 inserted through the bolt insertion hole of the vane rotor 32a from the axial direction.

  Three of the vanes 32b are formed in a relatively long and narrow rectangular shape, and the other one is formed in a relatively large trapezoidal shape. The three vanes 32b are substantially the same in width and length. In contrast, the width of one vane 32b is set to be larger than that of the three vanes 32, and the weight balance of the entire vane member 32 is achieved.

  Each vane 32b is disposed between the shoes 34a and has a U-shaped seal member 40 slidably contacting the inner peripheral surface of the housing 34 in an elongated holding groove formed in the axial direction of each outer surface. Leaf springs that press the seal member 40 toward the inner peripheral surface of the housing 34 are fitted and held, respectively. Further, two substantially circular grooves 32c are formed on one side surface of each vane 32b in the rotational direction of the timing sprocket 30, respectively.

  A pair of coil springs 55, which are biasing means for biasing the vane member 32 toward the advance side, between the concave groove 32c of each vane 32b and the opposing surface of each shoe 34a facing the concave groove 32c, 56 are arranged respectively. That is, in a non-operating state such as when the engine is stopped, when the hydraulic pressure from the hydraulic circuit 33 is not supplied and the converted power by the hydraulic pressure does not work, the vane member 32 is mechanically moved to the uppermost position as shown in FIG. 8A. It is biased to a stable position (default position) on the advance side.

  The two coil springs 55 and 56 are formed independently and in parallel with each other, and the length in the axial direction (coil length) of each of the coil springs 55 and 56 is opposite to the one side surface of the vane 32b and the shoe 34a. It is set larger than the length between the surfaces, and both are set to the same length.

  The coil springs 55 and 56 are arranged side by side with an inter-axis distance that does not contact each other at the time of maximum compression deformation, and a thin plate-like retainer (not shown) whose one end is fitted in the concave groove 32c of each vane 32b. Are connected through.

  Further, four advance chambers 41 and retard chambers 42 are respectively defined between both sides of each vane 32b and both sides of each shoe 34a.

  As shown in FIG. 9, the hydraulic circuit 33 includes a first hydraulic passage 43 that supplies and discharges hydraulic oil pressure to and from each advance chamber 41, and hydraulic oil pressure to each retard chamber 42. There are two systems of hydraulic passages, a second hydraulic passage 44 for supplying and discharging gas, and a supply passage 45 and a drain passage 46 are connected to both of the hydraulic passages 43 and 44 via an electromagnetic switching valve 47 for switching the passage. Connected. The supply passage 45 is provided with a one-way oil pump 49 for pumping oil in the oil pan 48, while the downstream end of the drain passage 46 communicates with the oil pan 48.

  The first and second hydraulic passages 43 and 44 are formed in a cylindrical passage constituting portion 39, and one end of the passage constituting portion 39 extends from the small diameter cylindrical portion of the vane rotor 32a to the inside of the support hole 32d. The other end portion is connected to the electromagnetic switching valve 47.

  Further, between the outer peripheral surface of one end portion of the passage constituting portion 39 and the inner peripheral surface of the support hole 32d, three annular seal members 60 for separating and sealing between one end sides of the respective hydraulic passages 43 and 44 are fitted. It is fixed.

  The first hydraulic passage 43 is formed in an oil chamber 43a formed at an end of the support hole 32d on the drive shaft 6 side, and is formed almost radially inside the vane rotor 32a. And four branch paths 43b communicating with each other.

  On the other hand, the second hydraulic passage 44 is stopped in one end portion of the passage constituting portion 39, and is bent into a substantially L shape inside the annular chamber 44a formed on the outer peripheral surface of the one end portion and the vane rotor 32. The annular chamber 44a and a second oil passage 44b communicating with each retarded angle chamber 42 are provided.

  The electromagnetic switching valve 47 is a four-port, three-position type, and an internal valve element is configured to relatively switch and control the hydraulic passages 43, 44, the supply passage 45, and the drain passage 46, Switching operation is performed by a control signal from the electronic controller 22.

  This electronic controller 22 is common to the intake air VEL1 and detects the engine operating state and determines the relative rotational position of the timing sprocket 30 and the drive shaft 6 by signals from the crank angle sensor and the intake drive shaft angle sensor. Detected.

  Then, by the switching operation of the electromagnetic switching valve 47, the hydraulic oil can be supplied to the advance chamber 41 while the hydraulic oil is supplied to the retard chamber 42 when the engine is started.

  A lock mechanism is provided between the vane member 32 and the housing 34 to restrain the rotation of the vane member 32 relative to the housing 34 and to release the restraint.

  That is, as shown in FIG. 9, this locking mechanism is provided between one vane 32b having a large width and the rear cover 36, and is formed along the axial direction of the drive shaft 6 inside the vane 32b. The sliding hole 50, a covered cylindrical lock pin 51 slidably provided inside the sliding hole 50, and a cross-shaped cup-shaped engagement fixed in the fixing hole provided in the rear cover 36. It is provided in the hole constituting portion 52 and is held by an engagement hole 52a in which the tapered tip portion 51a of the lock pin 51 is engaged and disengaged, and a spring retainer 53 fixed to the bottom surface side of the sliding hole 50. The spring member 54 is configured to urge the pin 51 in the direction of the engagement hole 52a.

  Further, the hydraulic pressure in the advance chamber 41 or the hydraulic pressure of the oil pump is supplied to the engagement hole 52a through an oil hole (not shown).

  The lock pin 51 is located at the position where the vane member 32 is rotated to the most advanced angle side, and the tip 51a is engaged with the engagement hole 52a by the spring force of the spring member 54, so that the timing sprocket 30 and the drive shaft are connected. Lock relative rotation with 6.

  That is, in the non-operating state such as when the engine is stopped when the control signal from the electronic controller 22 is not sent to the electromagnetic switching valve 47, the electromagnetic switching valve 47 is at the position shown in FIG. The position is the position shown in FIG. 8A. Here, relative rotation of the vane member 32 is restricted by the lock pin 51. That is, this state is a mechanically stable default position. Further, when the hydraulic pressure from the advance chamber 41 supplied to the engagement hole 52a or the hydraulic pressure from the oil pump rises, the lock pin 51 moves backward and the engagement with the engagement hole 52a is released. The rotation phase of the vane member 32 can be controlled by the balance between the advance chamber hydraulic pressure and the retard hydraulic pressure, and the operation is started.

  The operation of the intake VTC 2 is substantially the same as that of the Japanese Patent Application Laid-Open No. 2007-198367.

  The exhaust VTC 3 has the same configuration as the intake VTC 2, and when the hydraulic pressure of the hydraulic circuit 33 does not act when the engine is stopped, the vane member 32 is rotated to the most advanced angle side by the spring force of the coil springs 55 and 56. It is biased to the moving position, that is, biased to a mechanically stable position (default position) on the most advanced angle side shown in FIG. 8A. On the other hand, when the engine is driven to enter a low-medium load operation region, hydraulic pressure is supplied from the hydraulic circuit 22 to the retarding chamber 42, and the vane member 32 has the coil springs as shown in FIG. 8B. It is rotated in the direction opposite to the rotation direction of the timing sprocket against the spring force of 55 and 56 and is controlled to rotate to the most retarded angle side.

  The exhaust VTC 3 controls the valve timing by inputting a lift phase control signal that is the opening / closing timing of the exhaust valves 5 and 5 from the electronic controller 22 based on an information signal from the exhaust drive shaft angle sensor. It has become.

  FIG. 10A shows the relationship between the alcohol concentration and the valve overlap O / L during the first idle operation after engine startup, and FIG. 10B shows the alcohol concentration during the first idle operation and the closing timing of the intake valves 4 and 4 (IVC). ).

In the first embodiment, the intake valves VTC2 and the exhaust VTC3 are not operated, and are controlled and held at the default positions of the vane most advanced angles by the spring force of the coil springs 55 and 56, respectively. The valve lift characteristic and the valve timing characteristic of this change only by the intake VEL1, and become the characteristics shown in the electronic control lines of FIGS. 10A and 10B.

  In FIG. 10, when the alcohol concentration is 0% (pure gasoline), the valve overlap O / L is relatively large (O / L4), and the intake valve 4, 4 closing timing IVC is retarded from the bottom dead center of the piston. (IVC4). This corresponds to the characteristic of the lift L4 in FIG. O / L here means that the intake and exhaust valves 4, 4, 5, 5 are simultaneously opened from the opening timing (IVO) of the intake valves 4, 4 to the closing timing (EVC) of the exhaust valves 5, 5. Period (crank angle).

  The O / L decreases as O / L4 → O / L3 → O / L2 as the alcohol concentration increases, and decreases to O / L1 at the maximum allowable alcohol concentration of 85%. Here, IVO1 is retarded from EVC and is minus O / L.

  With respect to IVC, as the alcohol concentration increases, it advances to IVC4.fwdarw.IVC3.fwdarw.IVC2 and approaches the piston bottom dead center, and reaches the vicinity of the piston bottom dead center at the maximum allowable alcohol concentration of 85%.

  On the other hand, regardless of the alcohol concentration, the default 1 that is automatically mechanically controlled when the engine is stopped or when the intake air VEL1 is malfunctioning is O / L0 smaller than O / L and lower dead center than IVC1. Close to IVC0.

  Next, FIGS. 11 and 12 show the performance influence on exhaust emission and the like during the first idle operation. Here, the lift characteristics of the intake valves 4 and 4 are taken on each horizontal axis, and the exhaust emission discharge characteristics of alcohol 0% and 85% when the lift characteristics are changed are shown.

  The vertical axis of FIG. 11B shows the relationship with hydrocarbon (HC) as exhaust emission, the characteristics of alcohol 0% are indicated by a broken line, and the alcohol concentration 85% is indicated by a solid line. For alcohol 0% (gasoline 100%), lift L4 (a4 point) is selected. That is, the larger O / L4 and IVC4 on the retard side from the bottom dead center are taken.

  In a gasoline engine, there is a problem that a large amount of HC is discharged during the first idle operation.

  Here, it is possible to reduce HC by returning the HC high-concentration exhaust gas at the end of the exhaust stroke to the intake system by a larger O / L4 and re-combusting it in the next cycle.

  Further, by increasing the in-cylinder residual gas with a larger O / L4 and reducing the effective compression ratio by the retarded-side IVC4, the combustion temperature can be lowered to reduce nitrogen oxide (NOx). Since HC and NOx show similar characteristics, they are indicated by a single line in FIG. 11B.

  Conversely, an alcohol concentration of 85% has few problems with HC and NOx. This is because oxygen-containing fuels such as alcohol (ethanol, methanol) contain oxygen (O) in the molecular formula, so HC is less likely to be oxidized and has a large latent heat of vaporization (evaporation). The air temperature (combustion temperature) becomes low and NOx is hardly generated.

It is a harmful substance called aldehyde that makes alcohol fuel a problem here. Ethanol mainly emits acetaldehyde (CH ₃ CHO), and methanol mainly emits formaldehyde (HCHO), both of which are carcinogenic harmful substances. These are collectively referred to as aldehydes below.

  In oxygen-containing fuels such as alcohol, oxygen (O) is present in the molecular formula, so if incomplete combustion occurs during the start-up first idle operation, an aldehyde containing oxygen (O) in the molecule as an intermediate product. It occurs.

  Therefore, when the alcohol concentration becomes high, such as during start-up first idle operation, aldehyde increases as shown in FIG. 11A. In order to suppress this, the intake valves 4 and 4 are set to a small lift amount L1 (a1), and the O / L is reduced to the minus region (O / L1) as opposed to 0% of alcohol, and IVC is dead. The aldehyde is reduced as close to the point (IVC1).

  Thus, the aldehyde can be reduced by reducing the O / L, stabilizing the combustion by reducing the inert residual gas, and increasing the effective compression ratio with IVC in the vicinity of the bottom dead center. As a result, the gas temperature at the top dead center increases and the combustion temperature rises, so that the combustion becomes good and the aldehyde specifically generated by the incomplete combustion in the alcohol fuel can be reduced.

  In addition, by changing the opening and closing timing of the intake valves 4 and 4 depending on the alcohol concentration, there has been a problem with the conventional first exhaust emission (aldehyde) that becomes a problem when the alcohol concentration is high, and when the alcohol concentration is low. The second exhaust emission (HC, NOx) can be reduced.

  As the first exhaust emission, not only aldehyde but also PM (particulate matter) (particulate matter) peculiar to alcohol fuel generated at the time of cooling is raised. This is also a carcinogenic substance.

  As a supplementary explanation, alcohol has an evaporative difficulty when it is cold such as when the engine is started. For example, the characteristic value such as T90 (90% distillation temperature) is worse than gasoline (high temperature side) and difficult to evaporate. In addition, the latent heat of vaporization is large, so the gas temperature is lowered and some unburned residue is characteristic of alcohol fuel. The PM will be generated. In other words, some of the alcohol cannot be evaporated and burns directly from the liquid, thereby producing PM.

  Also in this regard, by increasing the effective compression ratio with the IVC of the intake valves 4 and 4 near the bottom dead center, the gas temperature at the top dead center can be increased to promote alcohol evaporation, and by reducing the O / L By reducing the inert residual gas, the combustion is stabilized, and the PM generated by the unburned liquid fuel can be reduced in the same manner as the aldehyde.

  In FIG. 11A, the O / L is sufficiently small (O / L1) with respect to the lift amount L4 of the intake valves 4 and 4, and the IVC is sufficiently close to the bottom dead center (IVC1). Both PMs can be reduced simultaneously.

  Aldehyde and PM have the same characteristics and are shown by a single line. In normal gasoline fuel, both hardly occur.

  11A and 11B show the characteristic of an intermediate alcohol concentration of 50%. In this case as well, both the first exhaust emission (aldehyde, PM) and the second exhaust emission (HC) can be suppressed. I understand (a2 points).

  FIG. 12 shows a comparison of engine startability when alcohol is 0% and 85%. In the case of alcohol 85% (solid line), the startability tends to be worse than that of alcohol 0% (broken line) due to the above-described poor evaporation and large latent heat of vaporization (gas temperature drop).

  However, by setting the lift amount of the intake valves 4 and 4 to L1 so that the IVC is in the vicinity of the bottom dead center and the effective compression ratio is increased, the gas temperature at the top dead center is increased and evaporation is promoted, and Since the inactive residual gas is reduced by reducing the O / L, combustion is stabilized and the startability itself can be improved (point a1).

  On the other hand, with 0% alcohol with sufficient startability, HC and NOx at the start are suppressed and pump loss (fuel consumption) is reduced, so the lift amount is set to L4 (FIG. 11, FIG. 11). A4 point in FIG. 12).

  As described above, the control of the intake VTC 1 realizes the startability guarantee which is a problem in the case of a high alcohol concentration and the reduction of aldehyde / PM which is the first exhaust emission, while the second problem which is a problem in the case of a low alcohol concentration. It is possible to achieve suppression of exhaust emissions such as HC / NOx.

  Further, the thin broken line in FIG. 12 shows the characteristic of an intermediate alcohol concentration of 50%. In this case as well, it is understood that the startability can be ensured while suppressing the first exhaust emission and the second exhaust emission (a2). point).

  Next, the effect of the default position of the intake air VEL1 will be described. For example, when a failure such as disconnection occurs in the electric motor 20 of the intake VEL1, valve timing (O / L, IVC) control along the electronic control line in FIGS. 10A and 10B becomes impossible during the first idle operation. .

  In this case, as described above, the intake VEL1 is controlled to a mechanically stable position (default position). However, if the valve timing at this position is inappropriate, there is a possibility that fast idle operation cannot be performed. is there.

  In the present embodiment, the default position is the minimum lift L0 and corresponds to the lift L0 shown in FIGS. 5A and 7. Moreover, as shown in FIG. 3, it is hold | maintained by the small coil spring 31 so that it may become the position of the control shaft 17 of the lift L0.

  In this lift L0, the O / L is smaller than the control lift L1 at the maximum alcohol concentration of 85%, and the IVCs of the intake valves 4 and 4 are closer to the bottom dead center.

  Looking at the startability of FIG. 12, the alcohol concentration of 85% is a10 points, and there is a margin in the direction of improving the startability with respect to the original control point a1. Therefore, at the time of the disconnection in which there is no holding torque by the electric motor 20, even if the default position slightly changes due to the fluctuating load of the valve operating system, the startability is reliably ensured. Further, even if alcohol fuel exceeding the standard predetermined range (85%) is misused, startability can be guaranteed.

  Here, when the alcohol concentration is 0%, the startability at the point a40 is sufficiently larger than the point a10, and there is no problem. Even in the case of 50% alcohol, startability is good at point a20 with respect to point a10. Therefore, startability can be guaranteed regardless of the alcohol concentration.

  Further, as can be seen from a10 to a40 in FIG. 11A, a large amount of aldehyde or PM is not discharged even when the intake air VEL1 fails.

  As shown in the default 2 in FIGS. 10A and 10B, the default position may have the same lift characteristics as the specified maximum alcohol concentration of 85%. In this case, the stopper position on the small lift side of the control shaft 17 in FIG. 3 may be shifted slightly to the large lift side. Then, the stroke of the ball nut 24 of the ball screw speed reduction mechanism 21 is reduced and the conversion stroke (conversion angle) of the control shaft 17 is also reduced, so that the actuator 19 can be miniaturized.

  Hereinafter, the control until shifting to the first idle operation will be described based on the flowchart of FIG.

  First, in step 1, it is determined whether or not an engine start condition such as whether an ignition switch has been turned on. If the engine start condition is not satisfied, the process returns. If it is determined that the engine start condition is satisfied, the process proceeds to step 2.

  In step 2, the alcohol concentration detection sensor 32 detects the alcohol concentration of the mixed fuel in the fuel tank FT.

  In step 3, target lift characteristics corresponding to the detected alcohol concentration, that is, target O / L and IVC are calculated by calculation. Specifically, this is the intersection of the electronic control line shown in FIGS. 10A and 10B and the detected alcohol concentration. For example, if the alcohol concentration is about 50%, the lift L2 of the intake valves 4 and 4 is selected, and O / L2 and IVC2 are selected.

  Then, cranking is started in step 4, and a switching signal is output to the intake air VEL1 so as to achieve the target lift L2 in step 5.

  In step 6, the actual lift amount is detected by the position sensor 29 of the control shaft 17, and in step 7, it is determined whether or not the target lift has been reached.

  Here, when it is determined that the target lift has been reached, in step 8, combustion control such as fuel injection and ignition for performing combustion in the first idle operation is performed. At this time, O / L2 and IVC2 are appropriate for the alcohol concentration of 50%, so they become points a2 shown in FIGS. 11A, 11B, and 12 to improve aldehyde, PM, HC, NOx, and startability. Can do. Moreover, since O / L2 is slightly large and IVC is slightly retarded, pump loss can be reduced as much as possible and fuel consumption can be improved.

If it is determined in step 7 that the target lift is not reached, it is recognized in step 9 that the electrical system of the intake air VEL1 has failed, and in step 10, the electronic controller 22 outputs a conversion signal to the intake air VEL1. Stops output. As a result, the holding force does not work on the electric motor 20, so that the lift characteristics at the default position are stabilized mechanically. In this state, the process proceeds to step 8. The lift characteristic at the default position is L0, and as shown in FIG. 11A, a large amount of aldehyde can be suppressed regardless of the alcohol concentration, and startability can be guaranteed. In addition, if the fuel whose alcohol concentration exceeds the standard 85% is mistakenly used, it has startability and resistance to discharge of the first exhaust emission.
[Second Embodiment]
14A and 14B show the valve timing characteristics of the intake valves 4 and 4 and the exhaust valves 5 and 5 in the second embodiment during fast idle operation.

  That is, in FIG. 2, the intake VTC2 and the exhaust VTC3 are converted and controlled to convert the respective valve timings. In the second embodiment, the intake valves 4, 4 are not provided without the intake VEL1. There is also provided a conventional fixed valve operating device that exhibits a certain lift characteristic on the side.

  FIG. 14A shows the lift characteristics at an alcohol concentration of 85%, the valve overlap O / L is negative and close to O / L1 of the first embodiment, and IVC is relatively close to the bottom dead center. Close to IVC1 of one embodiment. Therefore, the effect of suppressing the first exhaust emission can be obtained as in the lift 1 of the first embodiment.

  At this time, as shown in FIG. 8A, the intake VTC2 and the exhaust VTC3 are both at the default positions of the most advanced angles, and when the electrical systems of both the VTC2 and 3 fail, they are mechanically moved to these positions. Stabilized and retained. Therefore, as in the first embodiment, startability can be secured while suppressing the occurrence of the first exhaust emission.

  FIG. 14B shows the lift characteristics at an alcohol concentration of 0%, and the intake valves 4 and 4 are controlled to the retard side by the intake VTC2, and the IVC deviates from the bottom dead center, which is close to the IVC4 in the first embodiment. . On the other hand, the exhaust VTC 3 controls the exhaust valves 5 and 5 to be retarded with a wider conversion angle with respect to the intake VTC 2, so that the O / L increases and becomes positive, close to O / L 4 in the first embodiment. Therefore, the effect of suppressing the second exhaust emission can be obtained as in the first embodiment.

The present invention is not limited to the configuration of each of the above embodiments. For example, in the above embodiment, ethyl alcohol or methyl alcohol has been described as the oxygen-containing fuel, but other oxygen-containing fuels may be used. . For example, bioalcohol made from plants and ETBE (ethyl tertiary butyl ether) produced from bioalcohol contain O (oxygen) in the molecule, and easily generate aldehydes and evaporate. It is the same in that it has the above problems, and the same operational effects can be obtained. Since these are made from plants, they absorb CO ₂ during the plant growth process, and are effective as a countermeasure against global warming.

  In each of the above-described embodiments, the example of the specified concentration range of the oxygen-containing fuel is 0% to 85%. However, in other ranges, for example, the maximum side may be 100%.

  As the base fuel, an example of gasoline is shown in each embodiment, but light oil (diesel engine) may be used.

  Further, in each of the above embodiments, the case where only the intake VEL1 is used as the variable mechanism and the case where the intake VTC2 and the exhaust VTC3 are combined are shown, respectively, but the intake VEL1 and the exhaust VTC3 may be combined with the intake VEL1, Another variable mechanism may be used.

The technical ideas of the invention other than the claims ascertained from the embodiment will be described below.
[Claim a] The variable valve operating apparatus for an internal combustion engine according to claim 1 or 2,
The variable mechanism makes the characteristic of the engine valve variable by moving the control member, and the mechanically stable position in the non-operating state is performed by the biasing force of the biasing means with respect to the control member. A variable valve operating apparatus for an internal combustion engine characterized by the above.
[Claim b] The variable valve operating apparatus for an internal combustion engine according to claim 1 or 2,
The variable valve mechanism for an internal combustion engine, wherein the variable mechanism is configured to vary the operating angle of the intake valve in accordance with the concentration of oxygen-containing fuel during fast idle operation.
[Claim c] A variable valve operating apparatus for an internal combustion engine according to claim b,
A variable valve operating apparatus for an internal combustion engine, wherein the operating angle of the intake valve delays the opening timing and advances the closing timing.
[Claim d] In the variable valve operating apparatus for an internal combustion engine according to claim b,
A variable valve operating apparatus for an internal combustion engine, wherein a peak lift amount is also changed simultaneously according to a change in an operating angle of the intake valve.
[Claim e] The variable valve operating apparatus for an internal combustion engine according to claim b,
The variable mechanism makes the operating angle of the intake valve variable by moving the control member,
The variable valve operating apparatus for an internal combustion engine, wherein the control member is biased by a spring in a direction in which the operating angle decreases.
[Claim f] The variable valve operating apparatus for an internal combustion engine according to claim 1 or 2,
A variable valve operating system for an internal combustion engine, wherein the lift phase of the intake valve and the lift phase of the exhaust valve are made variable in accordance with the concentration of oxygen-containing fuel during the first idle operation.
[Claim g] In the variable valve operating apparatus for an internal combustion engine according to claim f,
The mechanically stable position when the variable mechanism is not operated is such that the lift phase of the intake valve is the most advanced angle position and the lift phase of the exhaust valve is also the most advanced angle position. Valve device.
(Claim h) In the variable valve operating apparatus for an internal combustion engine according to claim g,
The variable mechanism that makes the lift phase of the intake valve variable is constituted by an intake valve timing control device provided on the intake camshaft,
A variable valve operating apparatus for an internal combustion engine, wherein the variable mechanism that makes the lift phase of the exhaust valve variable is constituted by an exhaust valve timing control device provided on an exhaust camshaft.
[Claim i] In the variable valve operating apparatus for an internal combustion engine according to claim h,
The intake valve timing control device and the exhaust valve timing control device each include a drive rotator to which a rotational force is applied, and a driven rotator fixed to each camshaft, and the driven rotator with respect to the drive rotator. A variable valve operating apparatus for an internal combustion engine, wherein the lift phase is changed by relatively rotating the engine.
(Claim j) In the variable valve operating apparatus for an internal combustion engine according to claim i,
The intake valve timing control device and the exhaust valve timing control device each include a spring for urging the driven rotating body in an advance direction with respect to the driving rotating body.
[Claim k] In the control device for a variable valve operating apparatus according to claim 3,
The engine fuel contains oxygen-containing fuel in a specified concentration range, and when the oxygen-containing fuel concentration is the highest in the specified concentration range, the valve overlap between the intake valve and the exhaust valve is zero or minus valve over. A control device for a variable valve operating device, characterized by being a lap.
[Claim 1] In the control apparatus for a variable valve operating apparatus according to claim 3,
The engine fuel includes oxygen-containing fuel in a specified concentration range, and when the concentration of the oxygen-containing fuel is the highest in the specified concentration range, the closing timing of the intake valve substantially coincides with the timing at which the bottom dead center of the piston is reached. A control device for a variable valve operating device.
[Claim m] In the control apparatus for a variable valve operating apparatus according to claim 3,
The control device for a variable valve operating device, wherein the variable mechanism makes the operating angle of the intake valve variable.
[Claim n] In the control device for a variable valve operating apparatus according to claim m,
The variable valve control device according to claim 1, wherein the variable mechanism controls the closing timing of the intake valve to the retard side or the advance side.
(Claim o) In the control device for a variable valve operating apparatus according to claim n,
The variable valve control apparatus according to claim 1, wherein the variable mechanism is configured to simultaneously change the peak lift amount as the operating angle of the intake valve changes.
[Claim p] In the control device for the variable valve operating apparatus according to claim 3,
The control apparatus for a variable valve operating apparatus, wherein the variable mechanism makes the lift phase of the intake valve and the lift phase of the exhaust valve variable.
[Claim q] In the control device for a variable valve operating apparatus according to claim p,
When the oxygen-containing fuel concentration is highest in the specified concentration range, the lift phase of the intake valve is set to the most advanced position, and the lift phase of the exhaust valve is also set to the most advanced position. Control device for variable valve device.
[Claim r]
A variable valve control system that varies the characteristics of an engine valve of an internal combustion engine that uses engine fuel containing oxygenated fuel,
When the oxygen-containing fuel concentration in the engine fuel is high, the characteristics of the engine valve during the first idle operation from when the engine is started until the warm-up is completed, and the valve overlap between the intake valve and the exhaust valve is reduced. Alternatively, the variable valve system for an internal combustion engine is characterized in that the negative valve overlap is increased and the closing timing of the intake valve is controlled so as not to deviate from the piston bottom dead center position.

DESCRIPTION OF SYMBOLS 01 ... Piston 02 ... Crankshaft 04 ... Combustion chamber 07 ... Drive motor 09 ... Fuel injection valve 1 ... Intake VEL (variable mechanism)
2 ... Intake VTC (variable mechanism)
3. Exhaust VTC (variable mechanism)
4 ... Intake valve 5 ... Exhaust valve 6 ... Drive shaft 19 ... Actuator 20 ... Electric motor 21 ... Ball screw speed reduction mechanism 22 ... Electronic controller 31 ... Coil spring 32 ... Alcohol concentration detection sensor 55, 56 ... Coil spring FT ... Fuel tank O / L ... Valve overlap

Claims (3)

Used in internal combustion engines that use engine fuel containing oxygenated fuel in the specified concentration range, and at least during the first idle operation from the start of the internal combustion engine to the completion of warm-up, the characteristics of the engine valve according to the concentration of the oxygenated fuel A variable valve operating device having a variable mechanism for making the variable
The mechanically stable position of the variable mechanism in the non-operating state is a position where the characteristic of the engine valve is such that the oxygen-containing fuel concentration is substantially the same as in the first idle operation when the concentration of the oxygen-containing fuel is highest in the specified range. A variable valve operating apparatus for an internal combustion engine, characterized by comprising: Used in an internal combustion engine that uses an engine fuel containing oxygen-containing fuel in a specified concentration range, and at least during the first idle operation from the start of the internal combustion engine until the engine reaches a predetermined temperature, the engine according to the concentration of the oxygen-containing fuel A variable valve operating device having a variable mechanism for changing the characteristics of the valve,
The mechanically stable position of the variable mechanism in the non-operating state is that the valve of the intake valve and the exhaust valve is different from the characteristics of the engine valve during fast idle operation when the concentration of the oxygen-containing fuel is the highest in the specified range. A variable valve operating apparatus for an internal combustion engine, wherein the overlap is set to be small or the minus valve overlap is large, and the closing timing of the intake valve is close to a piston bottom dead center. A control device for a variable valve operating apparatus having a variable mechanism that varies the characteristics of an engine valve of an internal combustion engine that uses engine fuel containing oxygen-containing fuel in a specified concentration range,
If the oxygen-containing fuel concentration in the engine fuel is high, whether the valve overlap of the intake valve and the exhaust valve is reduced or not during the first idle operation from the start of the internal combustion engine to the completion of warm-up. Alternatively, the control device for the variable valve operating apparatus is controlled so as to increase the minus valve overlap, and is controlled so that the closing timing of the intake valve does not deviate from the bottom dead center position of the piston.

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