JP4698696B2 - Valve timing control device for internal combustion engine and its controller - Google Patents

Description

  The invention of this application relates to a valve timing control device for an internal combustion engine that variably controls the opening / closing timing of an intake-side or exhaust-side engine valve of the internal combustion engine in accordance with an operating state.

  As this type of valve timing control device, the following has been devised.

  In this valve timing control device, a housing (drive rotary member) linked to a crankshaft via a timing chain or the like is rotatably assembled to an end portion of a camshaft, and a radial guide formed on an inner end surface of the housing. The movable guide is slidably engaged and supported along the radial direction, and a lever shaft (driven rotor) having a lever protruding radially outward is bolted to the end of the camshaft, so that the movable guide The part and the lever of the lever shaft are pivotally connected by a link. An intermediate rotating body having a spiral guide is provided at a position facing the radial guide so as to be rotatable relative to the housing and the lever shaft, and is provided at one end in the axial direction of the movable guide portion. A plurality of substantially arc-shaped protruding protrusions are guided and engaged with the spiral guide. Further, the intermediate rotating body is biased by a mainspring spring toward the side where the rotation is advanced with respect to the housing, and appropriately receives a force on the side of delaying rotation by an electromagnetic brake. In the case of this device, the springs and electromagnetic brakes that apply operating force to the intermediate rotating body, and the assembly angle of the housing (drive rotating body) and lever shaft (driven rotating body) are rotated according to the rotation of the intermediate rotating body. The assembly angle changing means is constituted by the link that is operated and operated.

The present invention has been devised in view of the technical problem of the conventional variable valve operating apparatus. The invention according to claim 1 is a lift of an engine valve that opens against a spring force of a valve spring. a variable mechanism for controlling the valve timing in the variable center of the phase in accordance with the rotation of the control mechanism, the variable valve system for an internal combustion engine and a electric motor for transmitting the rotational force to the control mechanism, the A coupling mechanism is provided between the control mechanism and the electric motor so as to transmit a rotational force from the electric motor to the control mechanism and move in the radial direction with respect to the axis of the control mechanism.

In the above-described conventional valve timing control device, when the internal combustion engine is started , the assembly angle of the drive rotating body and the driven rotating body may not be close to the angular position suitable for engine starting, which is suitable for starting in advance. It was desired to be in an angular position.

An object of the present invention is to provide a valve timing control device for an internal combustion engine and a controller for the same, in which the assembly angle of the drive rotor and the driven rotor can be brought close to an angular position suitable for engine start when the internal combustion engine is stopped. is there.

The invention according to claim 1 changes to an assembly angle suitable for starting the internal combustion engine between the most advanced angle position and the most retarded angle position, particularly when a detection signal is output by the stop sign detecting means. change the assembling angle toward the assembling angle suitable for the start until the engine by energizing the coil of the prior Kia actuator is stopped so that, assembled suitable for the starting after a predetermined time has elapsed Even if the angle has not been reached, the power supply to the coil of the actuator is stopped .

  According to the present invention, immediately before the internal combustion engine is completely stopped, the assembly angle of the drive rotator and the driven rotator can be changed to an appropriate position for starting the engine by the electromagnetic actuator. Sometimes the engine can be started with the proper assembly angle.

  If the assembly angle that allows the engine to start is not changed before the engine is completely stopped, the assembly angle between the drive rotor and the driven rotor is controlled by engine start control. Thus, the internal combustion engine can be started quickly and reliably.

  Next, an embodiment of the invention of this application will be described based on FIGS. 1 to 7 with reference to FIG.

  In this embodiment, the valve timing control device according to the invention of this application is applied to the valve system on the intake side of the internal combustion engine, but can also be applied to the valve system on the exhaust side.

  As shown in FIG. 1, the valve timing control device includes a camshaft 1 rotatably supported by a cylinder head (not shown) of an internal combustion engine, and a driven shaft member 7 (coupled to the front end portion of the camshaft 1). A driven rotating body) and a timing sprocket 2 which is assembled to the driven shaft member 7 so as to be rotatable relative to the driven shaft member 7 and linked to a crankshaft (not shown) via a chain (not shown). Is disposed on the front side (left side in FIG. 1) of the drive ring 3 and the driven shaft member 7, and the assembly angle is manipulated by relatively rotating both 3 and 1. The assembling angle changing means 4 and an unillustrated VTC cover that covers the front surface and the peripheral area of the assembling angle changing means 4 that are mounted across the front surface of the cylinder head and the head cover, not shown, of the internal combustion engine. . The assembly angle changing means 4 includes an operating force generating unit 40 that generates a rotating operation force, and the rotating operation force generated by the operating force generating unit 40 relative to the drive ring 3 and the driven shaft member 7. And a conversion mechanism unit 41 that converts it into a rotational force.

  The drive ring 3 is formed in a substantially disc shape having a step-like insertion hole 6, and the insertion hole 6 portion is rotatably assembled to a driven shaft member 7 (driven rotation body). The front surface of the drive ring 3 (the surface opposite to the camshaft 1) has three radial grooves 8 (radial guides) having parallel side walls facing each other as shown in FIGS. The ring 3 is formed so as to be substantially along the radial direction.

  Further, as shown in FIG. 1, the driven shaft member 7 has an enlarged diameter portion formed on the outer circumference on the base side that is abutted against the front end portion of the camshaft 1, and an outer circumference on the front side of the enlarged diameter portion. Three levers 9 projecting radially on the surface are integrally formed, and are coupled to the camshaft 1 by bolts 10 penetrating the shaft core portion. The base end of each link 11 is pivotally connected to each lever 9 by a pin 12, and a columnar protrusion 13 slidably engaged with each radial groove 8 is integrally formed at the tip of each link 11. Is formed.

  Each link 11 is connected to the driven shaft member 7 via the pin 12 in a state where the protruding portion 13 is engaged with the corresponding radial groove 8, so that the distal end side of the link 11 receives an external force and receives the radial groove. When displaced along 8, the drive ring 3 and the driven shaft member 7 are relatively rotated by the action of the link 11 by a direction and an angle corresponding to the displacement of the protrusion 13.

  In addition, a housing hole 14 that opens to the front side in the axial direction is formed at the tip of each link 11, and an engagement pin 16 that engages with a spiral groove 15 (a spiral guide), which will be described later, in the housing hole 14. A coil spring 17 that urges the engaging pin 16 forward (spiral groove 15 side) is accommodated. In the case of this embodiment, a movable guide portion that is displaceable in the radial direction is configured by the protruding portion 13 at the tip of the link 11, the engaging pin 16, the coil spring 17, and the like.

  On the other hand, an intermediate rotating body 18 having a disk-like flange wall is rotatably supported via a bearing 19 on the front side of the protruding position of the lever 9 of the driven shaft member 7. The aforementioned spiral groove 15 having a semicircular cross section is formed on the rear surface side of the flange wall of the intermediate rotating body 18, and the engagement pin 16 at the tip of each link 11 is rotatably guided in the spiral groove 15. Is engaged. The spiral of the spiral groove 15 is formed so as to gradually reduce the diameter along the engine rotation direction R. Therefore, when the intermediate rotating body 18 rotates relative to the drive ring 3 in the delay direction in a state where the engaging pin 16 at the tip of each link 11 is engaged with the spiral groove 15, the tip of the link 11 is in the radial groove 8. , Guided to the spiral shape of the spiral groove 15 and moved radially inward, and conversely, when the intermediate rotating body 18 is relatively displaced in the advance direction, it moves radially outward.

  The conversion mechanism 41 of the assembly angle changing means 4 is constituted by the radial groove 8, the link 11, the protrusion 13, the engagement pin 16, the lever 9, the intermediate rotating body 18, the spiral groove 15, etc. of the drive ring 3 described above. It is configured. When the relative rotation operation force with respect to the camshaft 1 is input to the intermediate rotating body 18 from the operation force generation unit 40 described later, the conversion mechanism unit 41 receives the operation force between the spiral groove 15 and the engagement pin 16. The distal end of the link 11 is displaced in the radial direction through the engaging portion. At this time, the link 11 swings and the drive ring 3 and the driven shaft member 7 are relatively rotated according to the swing amount.

  On the other hand, the operating force generator 40 includes a spring spring 45 as an urging means for urging the intermediate rotator 18 in the engine rotation direction R with respect to the drive ring 3, and the intermediate rotator 18 with respect to the drive ring 3. A hysteresis brake 20 as an electromagnetic actuator that operates in a direction opposite to the rotation direction R (generates a force against the biasing means), and balances the biasing force of the mainspring spring 45 and the actuation force of the hysteresis brake 20 The intermediate rotating body 18 is rotated. In this embodiment, the hysteresis delay 20 is used as an example of the electromagnetic actuator. However, the present invention is not limited to the hysteresis brake, and other types of electromagnetic brakes may be employed.

  The mainspring spring 45 has an outer peripheral end coupled to the cylindrical wall 21 extending to the drive ring 3, and an inner peripheral end coupled to the cylindrical base of the intermediate rotating body 18.

  A sealing wall 46 is integrally coupled to the end surface of the intermediate rotating body 18 opposite to the camshaft 1, and the outer peripheral surface of the sealing wall 46 is slidably in close contact with the inner surface of the cylindrical wall 21. ing.

  As shown in FIGS. 1 and 4, the hysteresis brake 20 is attached to a VTC cover which is a non-rotating member, and provided with a magnetic induction member 22 having an opposing surface sandwiching a substantially cylindrical gap, and provided on the opposing surface. The inner pole teeth 23 and the outer pole teeth 24, the electromagnetic coil 25 attached to the magnetic induction member 22 to generate a magnetic field between the inner pole teeth 23 and the outer pole teeth 24, and the bipolar teeth 23 and 24. A cylindrical hysteresis ring 26 inserted in a non-contact state therebetween, and an outer peripheral end integrally coupled to the hysteresis ring 26 are coupled to the intermediate rotating body 18 via a coupling pin 47 and a rubber bush 48. The electromagnetic coil 25 is appropriately energized and controlled by the output signal of the controller 42.

  Each of the inner pole teeth 23 and the outer pole teeth 24 of the magnetic induction member 22 has a plurality of pole teeth elements extending along the axial direction. The pole tooth elements of the both pole teeth 23 and 24 are arranged along the circumferential direction, and the pole tooth elements of the pole teeth 23 and 24 are offset in the circumferential direction. Therefore, when the electromagnetic coil 25 is energized, a magnetic field is generated between the pole teeth 23 and 24 toward the counterpart pole tooth element having an offset positional relationship.

  The hysteresis ring 26 is made of a hysteresis material having magnetic hysteresis characteristics. When a magnetic field is generated between the inner pole teeth 23 and the outer pole teeth 24 during the rotation of the ring 26, the direction of the magnetic field and the hysteresis ring 26. Deviation occurs in the direction of the magnetic flux. The hysteresis brake 20 generates a braking force due to this deviation. The annular plate 27 is integrally coupled to a shaft member 30 supported on the inner peripheral surface of the magnetic induction member 22 via bearings 28 and 29. Therefore, the hysteresis ring 20 is supported by the magnetic induction member 22 via the annular plate 27 and the shaft member 30 so as to be relatively rotatable.

  In the figure, reference numeral 43 denotes a stopper provided between the intermediate rotator 18 and the drive ring 3 to restrict the relative rotation range of both the members 18 and 3.

  Here, the assembly angle of the drive ring 3 and the driven shaft member 7 is restricted by the rotation restriction of the intermediate rotating body 18 by the stopper 43, thereby being the maximum displacement position on both the retard side and the advance side. The most retarded angle position and the most advanced angle position are determined. In the case of this valve timing control device, an assembly angle suitable for starting the internal combustion engine (an assembly angle capable of reliable start) is the most retarded angle. It is set to an approximately middle position between the angular position and the most advanced angle position. That is, since the valve timing control apparatus of this embodiment is applied to the valve system on the intake side, the lift characteristic of the engine valve with respect to the time axis is as shown by the right chevron line in FIG. At this time, the phase suitable for starting the internal combustion engine (solid line in the figure) is a phase approximately halfway between the most retarded angle phase and the most advanced angle phase.

Further, when the internal combustion engine is started, the assembly angle of the drive ring 3 and the driven shaft member 7 must be an angular position suitable for the above-mentioned start. In this apparatus, as shown in the timing chart of FIG. to, until the ignition key when the engine is stopped and the predetermined time T ₁ of the after being turned off, to the engine start according to at least start the motor at the time of engine startup Igunisshun key is turned on (cranking) is completed, the controller A predetermined current is passed through the hysteretic sheath brake 20 under the control of 42, so that the assembly angle is adjusted to an angular position where the engine can be started. The specific control when the engine is stopped and started will be described in detail later.

  The controller 42 includes a crank angle sensor 35 that detects the rotation angle (rotation position) of the crankshaft, a cam angle sensor 36 that detects the rotation angle (rotation position) of the camshaft 1, and an on / off state of the ignition key. Detection signals such as an on / off detection circuit 37 that detects the temperature of lubricating oil circulating in the internal combustion engine, and the like are input, and the controller 42 generates a current to be supplied to the hysteresis brake 20 based on these signals. Control is made as appropriate. The on / off detection circuit 37 can detect that the internal combustion engine is in a sign of complete stoppage by detecting that the ignition key has been turned off. The off detection circuit 37 constitutes the stop sign detection means in the invention of this application.

  Since this valve timing control device is configured as described above, when the rotational phase of the crankshaft and the camshaft 1 (the opening / closing timing of the engine valve) is changed to the most advanced angle side, a predetermined current is supplied to the hysteresis brake 20. Is applied to the intermediate rotating body 18 from the annular plate 27 through the connecting pin 47 and the rubber bush 48. As a result, the intermediate rotating body 18 rotates in the opposite direction with respect to the drive ring 3, whereby the engaging pin 16 at the tip of the link 11 is guided to the spiral groove 15, and the tip of the link 11 is displaced radially inward. At this time, as shown in FIG. 3, the assembly angle of the drive ring 3 and the driven shaft member 7 is changed to the most advanced position by the action of the link 11.

  Further, when the rotational phase of the crankshaft and the camshaft 1 (opening / closing timing of the engine valve) is changed to the most retarded angle side, the intermediate rotating body 18 is turned to the spring spring 45 by turning off the power supply to the hysteresis brake 20. It is rotated in the direction of engine rotation by the force of. Then, the leading end portion of the link 11 is displaced radially outward by the guide of the engaging pin 16 by the spiral groove 15, and at this time, the combination of the drive ring 3 and the driven shaft member 7 by the action of the link 11 as shown in FIG. The angle is changed to the most retarded position.

  Further, when the internal combustion engine is stopped and started, a predetermined current is supplied to the hysteresis brake 20 as described above. Specific control at this time is performed as shown in the flowcharts of FIGS. 5 and 6, respectively. Is called.

  FIG. 5 shows the flow of processing from the normal valve timing control processing according to the engine operating state to the subsequent complete engine stop. In S100, whether or not the ignition key is off is turned on. The determination is made based on the signal from the off detection circuit 37. At this time, when it is determined that it is not OFF, the routine returns to the normal valve timing control processing, and when it is determined that it is OFF, the process proceeds to S101.

In S101, the engine rotation speed and the temperature of the lubricating oil detected at the time of engine operation are compared with a map stored in advance in the memory, and the assembly angle is an angle suitable for engine start based on the map. The current value I ₁ is determined so as to be the position (target conversion angle θ ₁ ). Since the assembly angle suitable for starting the internal combustion engine varies depending on the oil temperature of the lubricating oil and the engine speed, these correlations are stored as a map in the memory.

Thereafter, S10 in the 2, energizes the electric current I ₁ to the predetermined time T ₁ by the hysteresis brake 20, whereby the assembling angle engine startable angular position theta ₁ and controls the assembling angle changing means 4 such that To do. At this time, as shown in the diagram (a ′) of the timing chart of FIG. 7, depending on the assembly angle immediately before the ignition key is turned off, the assembly is performed until the engine is completely stopped. Although the angle may not be changed to the target angle position θ ₁ (target conversion angle), this case is dealt with by control at the time of engine start described later. The diagram (a) in the timing chart of FIG. 7 shows a case where the assembly angle is changed to the target angular position θ ₁ before the engine is completely stopped.

FIG. 6 shows a flow from the start of the internal combustion engine by the operation of the ignition key to the transition to the normal valve timing control processing. In S1, the ignition key is turned on, and then S2 in, to determine a current value I ₁ so that the angular position theta ₁ assembling angle based on the map in the same manner as S101 described above is suitable for engine start (the target conversion angle).

Thereafter, in S3, the current I ₁ is supplied to the hysteresis brake 20, and in the next S4, the starting motor is turned on. At this time, as shown in FIG. 7A, if the assembly angle has already been changed to the target angular position θ ₁ when the engine is stopped, the cranking is maintained while the assembly angle is maintained by the operation of the hysteresis brake 20. If the assembly angle is not completely changed to the target angular position θ ₁ when the engine is stopped as shown in FIG. 7A, the assembly angle is changed to the target angular position θ ₁ at this time. While crankking is performed.

  Then, in the next S5, it is determined whether or not the start of the internal combustion engine is completed. At this time, if the start is not completed, the process returns to S3. If the start is completed, the routine proceeds to normal valve timing control in S6. To do.

  As described above, the valve timing control device is basically changed to an assembly angle suitable for starting the engine until the engine is completely stopped when the internal combustion engine is stopped, or the assembly angle is changed to the assembly angle. Since it can approach, a quick start can be realized when the internal combustion engine is restarted.

  Further, in the case of this embodiment, the current is supplied to the hysteresis brake 20 so as to control the assembly angle to an angular position suitable for starting the engine at least while the starter motor is turned on after the ignition key is turned on. Even if the engine cannot be completely returned to the angular position suitable for starting when the engine is stopped, the internal combustion engine can be started reliably. However, even in this case, when the engine is stopped, the assembly angle is sufficiently close to the target angle position suitable for starting the engine, so that the start can be completed quickly when the engine is started.

  Further, in the case of this embodiment, the assembly angle changing means 4 operates the assembly angle by the balance of the force of the mainspring spring 45 and the hysteresis brake 20, so that the rotational speed of the camshaft 1 during cranking or the like. Is almost determined in relation to the amount of deformation of the mainspring spring 45, the operating force (braking force) of the hysteresis brake 20 required to maintain the assembly angle at a certain angular position. . For this reason, in this embodiment, only the value of the current supplied to the hysteresis brake 20 is managed to change or maintain the assembly angle suitable for engine starting. Therefore, in the case of this embodiment, it is not necessary to detect the phases of the crankshaft and the camshaft 1 sequentially to perform the assembly angle operation, so that the control by the controller 42 becomes easy.

Incidentally, in the embodiment described above, the assembly angle is changed to an angular position at which the engine can be started when the ignition key is turned off. Considering the return by force, the assembly angle may be changed more than the angular position at which the engine can be started. In this case, it is assumed that the current I ₁ (control signal) energized to the hysteresis brake when the ignition key is turned off is obtained by correcting the assembly angle deviation due to the reaction force at the time of starting the engine.

  The embodiment of the present invention is not limited to the above-described embodiment. For example, in the above embodiment, the operating force generating portion of the assembly angle changing means is configured by a spring and a hysteresis brake. The force generation unit may be configured by an urging unit and an electromagnetic actuator other than these. Further, the operating force generator does not necessarily need to use an urging means, and the urging means can be eliminated if an electromagnetic actuator capable of forward / reverse rotation is used.

  Next, inventions other than those described in the claims that can be grasped from each of the above embodiments will be described below together with the effects thereof.

  3. A valve for an internal combustion engine according to claim 1, wherein a control signal for changing to an assembly angle at which the internal combustion engine can be started is output to the electromagnetic actuator during cranking of the internal combustion engine. Timing control device.

  In this case, even if the assembly angle cannot be completely returned to a position where the engine can be started when the internal combustion engine is stopped, the assembly angle is immediately returned to the appropriate position immediately after the start of the operation of the starting motor. Engine start can be realized.

  (B) The assembly angle at which the internal combustion engine can be started is set between the most retarded angle position and the most advanced angle position. A valve timing control device for an internal combustion engine as described.

  When the startable assembly angle is at the most retarded angle position or the most advanced angle position, the assembly angle is relatively easily returned to the predetermined position when the engine is stopped or started by urging by the urging means. However, when the assembly angle that can be started is set between the most retarded angle position and the most advanced angle position, it is very difficult to return to the predetermined position. However, in this valve timing control device, the assembly angle is returned to the position where the engine can be started immediately before the internal combustion engine is completely stopped by the force of the electromagnetic actuator. When set, it is effective in realizing a quick engine start.

  (C) The assembly angle changing means includes an urging means for urging the assembly angle of the drive rotator and the driven rotator to the most retarded angle side or the most advanced angle side, and the urging means by inputting a control signal. An electromagnetic actuator that generates a force that resists the assembly, and the assembly angle is controlled by a balance between an urging force of the urging means and an operating force of the electromagnetic actuator. 2. The valve timing control device for an internal combustion engine according to any one of (a) and (b).

  In this case, the operating force of the electromagnetic actuator required to maintain the assembly angle at a predetermined angle is uniquely determined by the relationship with the displacement of the urging means. Therefore, it is possible to change or maintain the assembly angle at an appropriate angular position by managing the operating force of the electromagnetic actuator without sequentially obtaining the current assembly angles of the drive rotor and the driven rotor. As a result, the control by the controller becomes easy, and the manufacturing cost can be reduced.

The longitudinal cross-sectional view which shows one Embodiment of invention of this application. Sectional drawing which follows the AA line of FIG. 1 which shows the same embodiment. Sectional drawing corresponding to FIG. 2 which shows the operation state of the embodiment. The disassembled perspective view which shows the same embodiment. The flowchart which shows the control of the same embodiment. The flowchart which shows the control of the same embodiment. The timing chart which shows the control of the same embodiment. The lift characteristic figure of an intake valve and an exhaust valve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Cam shaft 3 ... Drive ring (drive rotary body)
4 ... Assembly angle changing means 7 ... Driven shaft member (driven rotor)
20 ... Hysteresis brake (electromagnetic actuator)
37. On / off detection circuit (stop sign detection means)

Claims (3)

A drive rotor that is driven to rotate by the crankshaft of the internal combustion engine;
Coupled to Kamushafu doo, a driven rotary member which is assembled to allow relative rotation against the driving rotator,
A luer actuator to generate the actuation force by energizing the coils,
An assembly angle changing means for adjusting an assembly angle of the driving rotary body and the driven rotary body by an operating force of the actuator;
And a stop sign detecting means for outputting a detection signal when the sign of complete stop of the internal combustion engine is detected,
When the detection signal output by said stop sign detection means, energizing the coil of the prior Kia actuator to change the assembling angle suitable for starting the internal combustion engine between the most retarded position and the most advanced position also does not reach to the towards the assembling angle suitable for starting to change the assembling angle, assembling angle suitable for the starting after a predetermined time elapses until the engine is stopped in the actuator A valve timing control device for an internal combustion engine , wherein energization to a coil is stopped . A drive rotor that is driven to rotate by the crankshaft of the internal combustion engine;
  A driven rotator coupled to a camshaft and assembled to be rotatable relative to the drive rotator;
  An actuator that generates an actuation force by energizing the coil;
  An assembly angle changing means for adjusting an assembly angle of the driving rotary body and the driven rotary body by an operating force of the actuator;
  A controller for a valve timing control device for an internal combustion engine comprising:
  When the detection signal is output by the stop sign detecting means for outputting a detection signal when the sign of the complete stop of the internal combustion engine is detected, the internal combustion engine is started between the most advanced position and the most retarded position. The assembly angle is changed toward the assembly angle suitable for the start until the internal combustion engine is stopped by energizing the coil of the actuator so as to change to a suitable assembly angle. A controller for a valve timing control device for an internal combustion engine, wherein energization to the coil of the actuator is stopped even if an assembly angle suitable for starting is not reached. In the controller of the valve timing control device for an internal combustion engine according to claim 2 ,
When the detection signal output by the stop sign detecting means, said internal combustion engine to energize the coil of the actuator to change the assembling angle toward the assembling angle suitable for the start until the stop A controller for a valve timing control device for an internal combustion engine.

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