JPS6394013A - Operation timing controller for valve operation stop mechanism - Google Patents

Abstract

PURPOSE:To economize oil by detecting the opening/closing timing of the suction and exhaust valves and permitting the restoration to stop said timing accords with the stop restoration timing in a memory. CONSTITUTION:A detector 21 detects the opening/closing timing of a suction valve or exhaust valve 12. The timing in which the exhaust valve is advanced and the suction valve is delayed in the restoration to stop of the valve operation is memorized into a memory 22. When the detected opening/closing timing of the exhaust valve in the valve stop accords with the stop timing in the memory 22, a solenoid valve 1 is allowed to conduct to stop the exhaust valve. When the detection timing of the suction valve accords with the stop timing in the memory 22, the suction valve is allowed to stop. Therefore, the generation of oil rise in case of stop can be prevented, and oil can be economized.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an operation timing control device for a valve operation stop mechanism in cylinders ill and till, and particularly to one that improves drivability when stopping and restoring valve operation.

[Conventional technology] After cutting off the fuel supply, the oil pressure of the O-tsuka arm fulcrum supported by an oil-filled cylinder is released to stop the suction.
In the cylinder control system (tilt4), where the cylinder is stopped by deactivating the exhaust valve (normally closed state), oil pressure is usually secured and released by opening and closing the check valve, but conventionally, this opening/closing timing is determined by the driver when the valve is stopped or restored. When the switch is turned on, the intake and exhaust valves are not uniformly determined, nor are they controlled sequentially in a particular manner, but are self-synchronized and determined automatically for the intake and exhaust valves depending on the operating status. I left it to him.

In other words, even if the driving force of the drive source that opens the check valve by turning on the switch and stopping the valve works immediately, when the oil pressure is high, it is impossible to open the check valve with that driving force, and the intake and exhaust The valve stop timing is determined automatically when the oil pressure becomes low and the driving force exceeds the oil pressure. Furthermore, when closing the check valve, oil is automatically sucked into the hydraulic chamber even during the valve lift, so the intake and exhaust valves do not necessarily return to normal at the same time as the valve lift starts.

In this way, even when the switch is turned on to stop and return the valves, it is not known at all whether the intake valve will stop and return first or the exhaust valve will stop and return first. Therefore, it is naturally possible that the intake valve stops and returns first, and the exhaust valve immediately stops and returns. Also, in rare cases, the valve may suddenly open during lift, resulting in a seating noise or valve destruction.

By the way, regardless of the possibility of seating noise or valve damage, if the exhaust valve is already in a stopped state when it closes, and the intake valve is stopped first before entering the intake process, the air inside the cylinder will be handled during the exhaust process. Furthermore, the inside of the cylinder where the piston is pulled down becomes negative pressure, which increases the air pressure from around the piston, causing an increase in oil consumption by 1d. In addition, if the intake valve returns and opens first during recovery, the air that was not removed during the exhaust process during the intake process will be removed from the intake side without the muffler due to the ffn failure of the returned intake valve, causing blowback noise. becomes.

If the timing of stopping and returning the intake and exhaust valves is not determined in this manner, oil rises and blowback noise is likely to occur. This becomes more noticeable as the number of cylinders increases.

In addition, as a prior art, the exhaust valve is stopped after the intake valve is stopped in order to prevent the engine from stopping or being destroyed, which is a particular problem when cylinder stop control is performed without stopping the fuel supply. There is (Japanese Unexamined Patent Publication No. 57-865
Publication No. 12).

In addition, there is no room for such a problem to occur in the previously described system in which cylinder stop control is performed after cutting off fuel supply.

[Problems to be Solved by the Invention] As mentioned above, if the stop/return timing of the intake/exhaust valves is left to self-synchronization, the valves may operate abnormally, or in particular, the intake valve may stop/return before the exhaust valve. In this case, there is a problem that oil rises up and a blowback sound that causes discomfort to the driver occurs. Therefore, the purpose of the present invention is to solve the above-mentioned problems that occur when the intake/exhaust valve stops and returns. Pressure that can be solved! ! It is an object of the present invention to provide a bag n for controlling the operation timing of a lI stop mechanism.

[Means for Solving the Problems] The operation timing system 01+ device of the valve operation stop mechanism of the present invention includes a detector for detecting the opening/closing timing of the intake/exhaust valve, and a detector for detecting the opening/closing timing of the intake/exhaust valve, and an exhaust valve for stopping and returning the valve operation. Compare the memory that stores the valve stop/return FR11 that imitates the intake valve with the detector's detection opening/closing time FR11 and the valve stop/return timing in the memory, and when they match, the intake/exhaust Stop the valve (il+ for arithmetic control)
11 IN means.

[Function] When the valve is stopped, the control means stops the exhaust valve when the opening/closing timing of the exhaust valve detected by the detector falls on the valve opening time on the base dia of the cam and matches the exhaust valve stop timing in the memory. let Subsequently, when the detected opening/closing timing of the intake valve reaches the valve closing time and coincides with the intake valve stop timing, the control means stops the intake valve.

Similarly, when the valves return, the exhaust valve returns first and then the intake valve returns.

In this way, both the intake and exhaust valves are stopped and restored when they are opened (when the valves are not operating), so there is no possibility that the valves may suddenly close during lift and cause a seating noise or be damaged. There's nothing to do. Furthermore, when the valve is stopped, the exhaust valve is stopped first, so the pressure inside the cylinder becomes positive and does not become negative pressure.

Further, since the exhaust valve returns first when the valve returns, the air in the cylinder is exhausted from the exhaust system, and no blowback to the intake system occurs.

[Example] An example of the present invention will be described below based on FIGS. 1 to 4.

Figure 1 shows the operation timing system of the valve operation stop relief mechanism of the present invention.
An example of the device is shown.

The engine push 12I stop mechanism causes a needle 2 to protrude when the electromagnetic solenoid 1 is energized, and the tip of the needle 2 hits a check valve 3, which is moved into a high pressure chamber 5 against a spring 4. It is designed to let you do so. As a result, the high pressure chamber 5 is communicated with the hydraulic oil passage 6, and the bracket 7 loses its ability to hold the rocker arm 8. Then, when the bushing rod 10 driven by the cam 9 pushes up the rocker arm 8 in this state, the sliding portion 7a of the bracket 7 will sink into the hydraulic cylinder 11, and the exhaust valve or intake valve 12 will open. It disappears. That is, the valve is stopped.

On the other hand, when the electromagnetic solenoid 1 is out of conduction, the high pressure type 5 is disconnected from the hydraulic oil passage 6 by the check valve 3, and the bracket 7 is moved to the rocker arm 8 by the hydraulic pressure inside the high pressure solenoid 5.
hold. Therefore, the rocker arm 8 rotates as the bushing rod 10 is pushed up, and moves the exhaust valve or the intake valve 12 up and down. That is, the valve returns.

The pressure regulator 20 controls the timing of stopping and returning the valve, and prevents suction and
It constitutes a control means for controlling the stop and return of the exhaust valve. This controller 20 includes a timing detector 21 that detects the opening/closing timing of the intake/exhaust valves, a memory 22 that stores the optimal valve stop and return timing, and a timing detector 22 that detects the engine load and automatically activates the ant killer 20. A load detector 23 is connected to the load detector 23 for the purpose of operation.

The timing detector 21 includes, for example, a ring gear V provided on the outer periphery of the flywheel and a sensor that detects the number of gears as the ring gear rotates, and detects the number of gears corresponding to the crank angle.

The memory 22 stores the timing at which the exhaust valve is placed first and the intake valve is placed later when the valve operation is stopped and returned, as will be described later, as the number of gears of the ring gear counted from the top dead center. For example, the intake valve In in one cylinder of a four-stroke engine.

The opening and closing timing of the exhaust valve [xh] is as shown in Figure 2. First, to set the timing when the valve closes on the base dia of the cam (Figure 1, 9), expressed in crank angle, αε≦ Exhaust valve timing≦αε+θEαI≦Intake valve timing≦α1 is within the range of θ.

Here, α 已 and α1 are respectively the exhaust valve [xh, the crank angle of the intake valve 1n, θ] from the top dead center to the end of the quantity valve, and
θ1 is the crank angle during the closing period of the exhaust valve and intake valve, respectively.

Next, in order to cause the exhaust valve to lead and the intake valve to follow, the exhaust valve Exh must originally be closed first, and the intake valve [n] must be closed afterward. It is only necessary to set the timing of the 8 valves to . In principle, the crank angle thus set is converted into the number of gears of the flywheel ring gear and stored in the memory 22.

However, since this is actually a multi-cylinder control engine and the number of cylinders to be controlled is not one, each intake valve is actively delayed by 720 degrees in crank angle, that is, α (+720 degrees ≦ intake valve The timing is adjusted to the center of the range of timing≦αt+720′+61 and stored.

For example, in a 10-cylinder engine, the odd-numbered valves #1 and #3 have a valve stop mechanism.

#5. #7. #About cylinder 9! a If the intake valve timing is set without any delay, there will be no problem with the intake and exhaust valves of the #1 cylinder, but the intake and exhaust valves of the cylinders other than #1 will subsequently start to close one after the other. This is because the timings become complicated and it becomes difficult to accurately determine these timings from the count value of the number of gears detected by one timing detector 21. Therefore, in order to ensure that all exhaust valves are stopped and restored, and all intake valves are stopped and restored, the valve stop and return timings for the intake and exhaust valves are determined as shown in the table below, and the dirt is reduced by changing the number of gears. to store it in the memory 22.

Table> Valve stop/return timing of intake/exhaust valves However, βi-αi+θεe/2 γi-α1+θ I/, i-1, 3, 5, 7, 9 Note that for 4-stroke engines Now, as mentioned above, set the delay to 7.
20 degrees, but for 2-stroke engines it is half 360 degrees.
' is fine.

The controller 20 controls the valve stop/return timing set in the memory 22 stored in the number of gears as described above, and the v11I
l] The number of gears detected by the detector 21 is compared with the number of gears, and when they match, the intake/exhaust valves are controlled to stop/return.This function is shown in the flowchart of FIG.

That is, first, it is determined whether or not the valve is stopped, and when the valve is stopped, the top dead center signal is read, and from this point the detector 21 starts counting the number of gears of the ring gear detected. Next, from the memory 22, each cylinder #1, #3, #5,
Exhaust valve Exh for #7 and #9.

Read the number of gears up to the base diameter of the intake valve 1n with a 720° delay. Then, the detected number of gears V of the ring gear is compared with the set number of gears of each exhaust valve Exh of the cylinder to be stopped, and each time they match, it is assumed that the set timing has come, and each electromagnetic solenoid 1 is energized in order to exhaust air. Stop the valve. The figure summarizes these steps. When all the exhaust valves have been stopped in this way, the number of gears set for each intake valve 1n is compared in the same way, and each time they match, it is assumed that the setting timing is delayed by 720°, and the number of gears is sequentially set for each solenoid valve. Solenoid 1 is energized to stop all intake valves.

After the exhaust valves and intake valves are stopped across the cylinders when the valves are stopped in this manner, the process proceeds to the next return cycle. In this valve return cycle, in exactly the same way as the valve stop cycle described above, the set number of gears and the number of detected gears are compared, and each time they match, the electromagnetic solenoid 1 is de-energized, and the exhaust valve is first turned on and the second one is turned off. to return the intake valve to complete the full return.

Note that if the valve is not initially stopped, it is determined whether or not the previous time was in a stopped state, and if not, the process returns to the original state, and if the previous time was in a stopped state, the step immediately proceeds to the return cycle without returning to the original state.

Now, in the above-mentioned groove configuration and various functions, when the cylinder stop vI control is performed based on the output signal of the load detector 23 that detects the engine load, #1, #3, #5
, #7, and #9 cylinders in the order of intake and exhaust timing, first, the memory 2 is
After the cylinders are stopped sequentially at the timings stored in 2 (points indicated by vertical arrows), the next intake valve 1 is stopped after a 120° delay.
For No. 2, the cylinders are stopped sequentially in the same manner. Note that the white arrow indicates when the exhaust valve is closed, and the black arrow indicates when the intake valve is closed.

In this way, the exhaust valve 12 is first deactivated and normally closed,
Since the intake valve 12 is later deactivated and controlled to be normally closed, during the intake stroke when the intake valve is in the stopped state, the exhaust valve has already stopped and is not opened, so the cylinder internal pressure becomes positive pressure. Therefore, the occurrence of oil rising due to negative pressure inside the cylinder is eliminated.

Similarly, when the cylinder return ill H is performed, the exhaust valve first exits the non-operating state, and then the intake valve exits the non-operating state and returns. In this way, when the intake valve opens due to return, the exhaust valve has already returned and opened, so the exhaust of the air in the cylinder has been completed, and therefore the air is exhausted from the intake system and blows back. No sound is generated.

Furthermore, since both stop and return are controlled when the valve is closed, there is no possibility of the valve being suddenly closed during lift and causing seating noise or damage to the valve.

[Effects of the Invention] To summarize, according to the present invention, since the valve is stopped and returned when the valve is closed, abnormal operation of the valve is eliminated.
The durability and reliability of the main thread can be improved. In addition, the exhaust valve is controlled to always stop and return before the intake valve, so there is no oil build-up when the valve is stopped or blowback noise when the valve is restarted, resulting in oil savings. It also eliminates discomfort for the driver.

[Brief Description of the Drawings] Fig. 1 is a configuration diagram of an operation timing control device for a valve operation/stop mechanism according to an actual example of the present invention, and Fig. 2 shows the opening/opening timing of intake and exhaust valves in one cylinder. FIG. 3 is a flowchart explaining various functions of the III controller shown in FIG. 1, and FIG. 4 is a timing chart for multi-cylinder control performed based on the flowchart in FIG. 3. In the figure, 12 is an intake valve or an exhaust valve, 20 is a controller which is a component of the control means, 21 is a timing detector, and 22 is a memory. Patent Applicant Isuzu Motors Co., Ltd. Representative Patent Attorney Nobuo Kinuya 72: 口、p νし≠Pnu＋t、11とりL4F"2
0: Emperor's raised hand I (no! Zero element niro control Wakoto 27: Time detector 7 22$ memory figure 1

Claims (3)

[Claims] (1) A detector that detects the opening and closing timing of the intake and exhaust valves, a memory that stores the valve stop and return timings that cause the exhaust valve to precede the intake valve and the intake valve to follow when the valve operation stops and returns; An operation timing control device for a valve operation stop mechanism, comprising a control means for controlling the stop/return of an intake/exhaust valve when the detected opening/closing timing is compared with the valve stop/return timing stored in the memory and they match. (2) The device according to claim 1, wherein the detector comprises a ring gear provided on the outer periphery of the flywheel and a sensor that detects the number of gears of the ring gear corresponding to the crank angle. (3) The valve stop/return timing of the intake valve stored in the memory is set to be delayed when the intake valve closes at a crank angle of 720 degrees ahead of the intake valve close corresponding to the preceding exhaust valve close. Apparatus according to claim 1 or 2, defined in .