JPH07150991A - Control device for internal combustion engine with automatic transmission - Google Patents

Abstract

PURPOSE:To surely reduce in-gear shock without possibility of engine stall by putting a part of a plurality of intake valves into the stop condition when the engine operating condition is in a prescribed low load and low rotating speed territory, and correcting the ignition advance value in the direction of angle of delay only in such condition and at detecting the in-gear condition. CONSTITUTION:The vehicle speed of a wheel driven by an engine 1 through an automatic transmission 19 is detected by means of a VSP sensor 21, and the output signal is supplied to an ECU 6. The CPU 6b of the ECU 6 determines a basic ignition advance value deciding the ignition timing of the engine 1 according to the operating condition of the engine 1, the shift position of the automatic transmission 19, and the like, and the memory means 6c stores the value. Based on the basic ignition advance value, the shift position is put in gear from P or N range to D range, and the ignition timing is corrected on the angle of delay side in a prescribed low load and low rotating speed operating condition. Hereby, in-gear shock can be reduced without being in engine stall.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine with an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an internal combustion engine with an automatic transmission, a stop range such as a neutral range (hereinafter referred to as "N range") or a parking range (hereinafter referred to as "P range") is depressed while depressing an accelerator pedal. A large shift impact (in-gear shock) occurs when in-gearing into a driving range such as a drive range (hereinafter referred to as "D-range") or when the accelerator pedal is depressed immediately after applying such in-gear and the vehicle suddenly starts. It is known to occur, and as a method of reducing such an in-gear shock, a technique has been already proposed in which ignition timing is retarded and engine output is reduced at the start of transmission to gears (for example, Japanese Patent Laid-Open No. 61-10522
No. 8).

[0003]

However, in the above-mentioned prior art, although the ignition timing is retarded to reduce the engine output as a countermeasure against the in-gear shock, the low load / low rotation operation of the engine having a low engine temperature is performed. In the state, the combustibility is bad, the frictional resistance of the engine is large, and the engine output is small, so that there is a problem that it may cause a misfire or a decrease in the engine speed, which may lead to an engine stall.

The present invention has been made in view of the above problems, and does not hinder the running performance even when the engine temperature is low and the load is low, and the in-gear at the time of in-gear is not affected. An object of the present invention is to provide a control device for an internal combustion engine with an automatic transmission, which can reduce shock.

[0005]

In order to achieve the above object, the present invention provides a plurality of intake valves and exhaust valves arranged in each cylinder of an internal combustion engine, and at least the engine speed and the load state of the engine. An operating state detecting means for detecting an operating state of the engine including, an ignition advance value calculating means for calculating an ignition advance value of the internal combustion engine according to a detection result of the operating state detecting means, and an automatic transmission In a control device for an internal combustion engine with an automatic transmission, which comprises an in-gear detection means for detecting that a shift position has shifted from a stop range to a running range, the operating state detection means ensures that the operating state of the engine is a predetermined low load low rotation speed. Determining means for determining whether the engine is in the range, and the intake valve when the operating state of the engine is determined to be in a predetermined low load and low rotation range by the determining means. A pause means for substantially suspending the operation of some of the intake valves, and a transition from the stop range to the travel range is detected by the in-gear detection means and the some intake valves are substantially in the idle state. And a retard control means for retarding the ignition advance value.

The above-mentioned "substantially inactive state" means that the intake valve is in a fully closed state and the valve lift amount (valve opening) of the intake valve is a predetermined small lift amount (for example, 0. 5
~ 1.5 mm).

[0007]

According to the above construction, when the operating condition of the engine is in a predetermined low load and low rotation region, some of the plurality of intake valves are in a rest state, and in such a rest state, The ignition advance value is corrected in the retard direction only when the in-gear state is detected, and the in-gear shock can be reliably reduced without fear of engine stall.

[0008]

Embodiments of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is an overall configuration diagram showing an embodiment of a control device for an internal combustion engine with an automatic transmission according to the present invention.

In the figure, reference numeral 1 denotes a DOHC in-line four-cylinder internal combustion engine (hereinafter simply referred to as "engine") in which each cylinder is provided with an intake valve and an exhaust valve for each pair, and an intake port of the engine 1 An intake pipe 2 is connected to the exhaust port, and an exhaust pipe 3 is connected to the exhaust port. Further, a throttle body 4 is provided in the middle of the intake pipe 2, and a throttle valve 4'is arranged inside thereof. Further, a throttle valve opening (θTH) sensor 5 is connected to the throttle valve 4 ', and an electric signal corresponding to the opening of the throttle valve 4'is output to output an electronic control unit (hereinafter referred to as "ECU") 6 Supply to.

A branch pipe 7 is provided downstream of the throttle valve 4'of the intake pipe 2, and an absolute pressure (PBA) sensor 8 is attached to the tip of the branch pipe 7. The PBA sensor 8 is electrically connected to the ECU 6, and the intake pipe 2
The absolute pressure PBA therein is converted into an electric signal by the PBA sensor 8 and supplied to the ECU 6.

An intake air temperature (TA) sensor 9 is mounted on the wall of the intake pipe 2 downstream of the branch pipe 7, and the intake air temperature TA detected by the TA sensor 9 is converted into an electric signal.
It is supplied to the ECU 6.

The fuel injection valve 10 is provided for each cylinder in the middle of the intake pipe 2 between the engine 1 and the throttle valve 4 ', is connected to a fuel pump (not shown), and is electrically connected to the ECU 6. The valve opening time of fuel injection is controlled by the connection from the ECU 6.

An engine water temperature (TW) sensor 11 composed of a thermistor or the like is inserted into the cylinder peripheral wall filled with cooling water of the cylinder block of the engine 1, and the engine cooling water temperature TW detected by the TW sensor 11 is converted into an electric signal. It is converted and supplied to the ECU 6.

An engine speed (NE) sensor 12 and a cylinder discrimination (CYL) sensor 13 are mounted around the cam shaft or crank shaft of the engine 1.

The NE sensor 12 outputs a signal pulse (hereinafter referred to as a "TDC signal pulse") at a predetermined crank angle position every 180 degrees rotation of the crankshaft of the engine 1, and the CYL sensor 13 outputs a predetermined pulse for a specific cylinder. The signal pulses (hereinafter, referred to as “CYL signal pulses”) are output at the crank angle position of 1, and each of these signal pulses is supplied to the ECU 6.

The spark plug 14 of each cylinder of the engine 1 is
It is electrically connected to the ECU 5, and the ignition timing is controlled by the ECU 5.

The cylinder head of the engine 1 is provided with a valve operating unit 15 for controlling the opening and closing of intake and exhaust valves.
As will be described later, the intake valve has a valve timing (a valve lift amount and a valve opening period) that is suitable for a high-speed rotation range of the engine, that is, a high-speed valve timing (high-speed V / T) and a low-speed rotation range suitable for a low-speed rotation range. (Low speed V / T) and the solenoid valve 16 for switching the hydraulic pressure of the switching mechanism (not shown) for switching the valve timing between high and low. , A hydraulic pressure (POIL) sensor 17 for detecting the hydraulic pressure of the switching mechanism. The electromagnetic valve 16 and the POIL sensor 17 are electrically connected to the ECU 6, and the operation of the ECU 6 is controlled.

An automatic transmission 19 including a fluid clutch is provided between the engine 1 and wheels (not shown), and a P-range and an N-range are operated by operating a shift lever (not shown). Alternatively, the shift position such as the D range can be changed.

Further, a shift position (SPN) sensor 20 is attached to the automatic transmission 19, the shift position of the automatic transmission 19 is detected by the SPN sensor 20, and an output signal thereof is supplied to the ECU 6.

A vehicle speed (VSP) sensor 20 is attached to the wheels. And the automatic transmission 1
The vehicle speed (VSP) of the wheels driven by the engine 1 via 9 is detected by the VSP sensor 21 and an output signal thereof is supplied to the ECU 6.

Therefore, the ECU 5 shapes the input signal waveforms from the above-mentioned various sensors, corrects the voltage level to a predetermined level, and converts the analog signal value into a digital signal value. A central processing unit (hereinafter referred to as "CPU") 5b, and a storage unit 5c including a ROM and a RAM for storing various calculation programs executed by the CPU 5b and various maps and calculation results described later.
And an output circuit 5d for supplying a drive signal to the fuel injection valve 10, the spark plug 14 and the valve operating controller 15.

Further, the CPU 5b calculates an ignition advance value θIG which determines the ignition timing of the engine based on the mathematical expression (1) according to the operating state of the engine and the shift position of the automatic transmission 19.

ΘIG = θIGM × KR (1) Here, θIGM is a basic ignition advance value set according to the engine speed NE and the intake pipe absolute pressure PBA, and is used to determine this θIGM value. As the θIGM map of, for low speed V / T (θIGML map) and high speed V / T
Two maps for use (θIGMH map) are stored in the storage means 5c.
It is stored in (ROM).

Further, KR is a retard correction coefficient, and as will be described later, when the shift position is in-gear from the P range or N range to the D range and is in a predetermined low load and low rotation operation state, the ignition timing is set. It is set to a predetermined value of "1.0 or less" so as to be corrected to the retard side, and is set to "1.0" otherwise.

FIG. 2 is a longitudinal sectional view of an essential part of the engine 1. The engine 1 includes four cylinders 25, which are fitted with a piston 24 connected to a crankshaft 23 via a cylinder rod 22. The installed cylinder block 26,
A cylinder head 27 coupled above the cylinder block 26 is provided. In addition, the cylinder head 27
Has a pair of intake ports 28a and a pair of exhaust ports 28b formed above the piston 24. Further, the intake port 28a is connected to an intake port 29a opened on one side surface of the cylinder head 27, and the exhaust port 28b is an exhaust port 29b opened on the other side surface of the cylinder head 27.
It is connected to.

A pair of intake valves 31a and exhaust valves 31 are attached to the valve guides 30a and 30b fixed to the cylinder head 27.
b, the intake valve 31a and the exhaust valve 3 are inserted.
Valve springs 34a and 34b are contracted between the brim portions 33a and 33b of 1b and the cylinder head 27, and the valve springs 34a and 34b cause the intake valve 31a and the exhaust valve 31b to move upward (in the closing direction). ) Is urged towards.

The upper side of the piston 24 and the intake port 28a
A combustion chamber 32 is formed in a portion surrounded by the exhaust port 28b.

Further, an exhaust valve cam shaft 36b fitted with an exhaust valve cam 35b is arranged above the exhaust valve 31b, while a low speed normal operation cam 3 is provided above the intake valve 31a.
5a-1 (hereinafter referred to as "normal motion cam"), high speed cam 3
5a-2, and a cam 35a-3 for low speed suspension (hereinafter referred to as "rest cam") are fitted into the intake valve cam shaft 36.
The cam shaft 36a, 36b is connected to the crankshaft 23 via a timing belt (not shown).

Above the intake valve 31a and the exhaust valve 31b, the base ends are rocker shafts 39a, 3a of the cylinder head 27, and 3b.
Rocker arms 40a, 40 pivotally attached to the shaft 9b.
b is provided. The rocker arms 40a, 40b
The slipper surfaces 41a, 41b of the cams 35a-1, 35a-2, 35 are formed in a substantially convex arc shape on the surface side.
The slipper surface 41 is slidably contacted with a-3 and 35b.
The back surfaces of the a and 41b are in contact with the intake valve 31a and the exhaust valve 31b, and the rocker arms 40a and 40b press the intake valve 31a and the exhaust valve 31b downward.

FIG. 3 is a detailed view showing the valve operating mechanism on the intake valve side (a sectional view taken along the line (A-A) in FIG. 2).
The valve timings of 1a-1 and 31a-2 are switchable.

That is, as described above, the normal-moving cam 35a-1, the high-speed cam 35a-2, and the resting cam 35a-3 are fitted on the cam shaft 36a. Further, the rocker shaft 39a has a rocker arm 40a-1 for low speed normal motion corresponding to these cams 35a-1, 35a-2, 35a-3 (hereinafter,
"Rocker arm for normal motion"), free rocker arm 4
0a-2 and a low speed resting rocker arm 40a-3 (hereinafter referred to as "resting rocker arm") are pivotally supported.

FIG. 4 is a detailed view of a connection switching mechanism for switching the valve timing (a sectional view taken along the line (BB) of FIG. 3).
In addition, the valve timing is set to the high speed V / T.

That is, the connection switching mechanism described above includes a first switching pin 42 for connecting the normal rocker arm 40a-1 and the free rocker arm 40a-2, a free rocker arm 40a-3, and a resting rocker arm 40a-3. The second switching pin 43 for connecting the first and second switching pins 4
A restriction pin 44 for restricting the movement of 2, 43 and a return spring 45 for elastically urging the pins 42 to 44 toward the decoupling side are provided.

Furthermore, the rocker arm 40a-1 for normal motion is
A bottomed first guide hole 46 having an open side on the free rocker arm 40a-2 side is recessed in parallel with the rocker shaft 39a, and a first switching pin 42 is provided in the first guide hole 46. A hydraulic chamber 47 is slidably fitted between the one end side of the first switching pin 42 and the closed end of the first guide hole 46. Furthermore, the rocker arm for normal motion 40a-1
A passage 48 communicating with the hydraulic chamber 47 is provided therethrough, and an oil supply passage 49 is provided in the rocker shaft 39a. The oil supply passage 49 always communicates with the hydraulic chamber 47 via the passage 48 regardless of the rocking state of the rocker arm 40a-1 for normal operation.

In the free rocker arm 40a-2, a guide hole 50 is formed so as to face the first guide hole 46 across both side surfaces of the free rocker arm 40a-2, and one end thereof is the first switching member. A second switching pin 43 that abuts the pin 42 is slidably fitted in the guide hole 50.

The resting rocker arm 40a-3 has a second guide hole 51 penetrating at a position facing the guide hole 50 in parallel with the rocker shaft 39a, and is also connected to the first guide hole 50. A guide cylinder 52 is fitted in the open end of the second guide hole 51 on the side opposite to the facing surface, and further, the restriction pin 44 is slidably fitted in the guide cylinder 52. Further, the return spring 45 includes the guide tube 52 and the second switching pin 43.
The return spring 45 is provided between the pins 4 and
2 to 44 are elastically urged toward the hydraulic chamber 47 (release of connection). Incidentally, 54 is an air vent hole.

The oil supply passage 49 in the rocker shaft 39a is connected to the oil pump 55 via the switching valve 17, and the oil pump 55 is supplied with oil from the oil tank 56. By the switching operation of the switching valve 17, the hydraulic pressure in the oil supply passage 49, that is, the hydraulic pressure in the hydraulic chamber 47 is switched between high and low. The operation of the switching valve 17 is controlled by the ECU 6 via the solenoid valve 16.

Next, the operation of the intake valve 31a will be described.

When a valve opening command signal is output from the ECU 6 to the solenoid valve 16, the solenoid valve 16 is opened, the switching valve 17 is opened, and the oil pressure in the oil supply passage 49 is increased. As a result, as shown in FIG. 4, the hydraulic pressure in the hydraulic chamber 47 rises and the first switching pin 42 slides toward the guide hole 50 side (right side in the drawing) and the second switching pin 43 moves to the first position. The rocker arms 40a-1, 40a-2, 40a-3 are connected by sliding to the guide hole 51 side (right side in the figure) of No. 2. Then, by the high speed cam 35a, each rocker arm 40a-
1, 40a-2, 40a-3 are integrally operated, and the pair of intake valves 31a-1, 31a-2 are opened / closed at a high valve timing with a relatively large valve opening period and lift amount.

On the other hand, when the ECU 6 outputs a valve closing command signal to the solenoid valve 16, the solenoid valve 16 and the switching valve 17 are closed, and the oil pressure in the oil supply passage 49 is lowered. as a result,
As shown in FIG. 5, the hydraulic pressure in the hydraulic chamber 47 decreases, and the elastic force of the return spring 45 to the hydraulic chamber 47 side (the left side in the drawing) causes the first switching pin 42 to have one end at the first end. Guide hole 46
Of the rocker arms 40a-1 and 40a- while the second switching pin 43 is housed in the guide hole 50.
The connection state of 2, 40a-3 is released. Then, as shown in FIG. 6, only one of the two intake valves 31a-1 and 31a-2 operates at a low valve timing with a valve opening period and a small lift amount, and the other intake valve 31a-1 operates. Intake valve 28
The operation of a-2 is stopped and the valve is closed.

FIG. 7 is a diagram showing the relationship between the valve lift amount of the intake valve and the cam angle. The horizontal axis shows the cam angle (°) and the vertical axis shows the valve lift amount (mm). Also, in the figure, the alternate long and short dash line shows the valve lift characteristics of the intake valves 31a-1 and 31a-2 that are opened and closed by the rotation of the high speed cam 35a-2, and the broken line opens and closes by the rotation of the normal motion cam 35a-1. The valve lift characteristic of one of the driven intake valves 31a-1 is shown, and the solid line indicates the cam 3 for rest.
5a-3, the other intake valve 31 when in a substantially rest state
The valve lift characteristic of a-2 is shown.

As is apparent from FIG. 7, the intake valve 31
Even if the connection state is released by the connection switching mechanism, a-2 is due to the influence of the hydraulic pressure and the elastic force of the return spring 45, etc.
The valve opens slightly (for example, the valve lift amount is 0.5 to 1.5 mm) near (bottom dead center), but is substantially closed, which affects the formation of swirl described later. Not a thing.

Therefore, the CPU 5b determines that the shift position of the automatic transmission 19 is D range from P range or N range.
In-gear detection means for detecting that the range has been shifted,
A determination means for determining whether or not the engine operating condition is in a predetermined low load / low rotation region, and a pair of intake valves 31a- when it is determined that the engine operating condition is in the predetermined low load / low rotation region. A means for substantially stopping the operation of one of the intake valves 1 and 31a-2, and an ignition advance value when the in-gear is detected and one of the intake valves 31a-2 is substantially in the stopped state. and a retard control means for controlling the retard of θIG.

These control procedures will be described below.

FIG. 8 is a flow chart of a valve control routine for controlling the valve operation of the intake valves 31a-1 and 31a-2. This program is executed in synchronization with the generation of the TDC signal pulse.

First, in step S1, the engine speed N
It is determined whether E is lower than a predetermined high rotation speed NVTH. The engine speed NE is the predetermined high speed NV.
When it is lower than TH, the process proceeds to step S2, while when the engine speed NE is not lower than the predetermined high engine speed NVTH, that is, when NE ≧ NVTH is satisfied, the process proceeds to step S10 and the flag FVTEC is set to “1”. Then
Set the valve timing to high speed V / T and end this program. That is, at this time, the intake valve unit 31a-1,
31a-2 is opened / closed at a valve timing according to a high speed rotation region.

On the other hand, in the above step S1, NE <NVTH
If so, the process proceeds to step S2 as described above, and the engine speed NE is the predetermined low speed NVTL (<NVT
H) or higher. When the engine speed NE is higher than the predetermined low speed NVTL, the process proceeds to step S3, while when the engine speed NE is not higher than the predetermined low speed NVTL, that is, NE ≦ NVT.
When the flag is L, the process proceeds to step S9, the flag FVTEC is set to "0", the valve timing is set to the low speed V / T, and this program ends. At this time, as described above, one intake valve 31a-1 is driven to open and close at the valve timing corresponding to the low speed rotation region, while the other intake valve 31a-2 is substantially in the rest state. .

In step S2, NE> NVTL
If so, the process proceeds to step S3 as described above, and the PBAH table is searched to calculate the upper limit absolute pressure PBAH according to the engine speed NE.

The PBAH table is as shown in FIG.
Predetermined engine speed range of engine speed NE (NVTL <NE
In <NVTH), PBAH1 to PBAHn are given as table values, and the upper limit absolute pressure PBAH is read by searching the PBAH table,
Alternatively, it is calculated by an interpolation method.

Next, in step S4, it is determined whether or not the current intake pipe absolute pressure PBA is smaller than the upper limit absolute pressure PBAH. And the current absolute pressure PB in the intake pipe
When A is not smaller than the upper limit absolute pressure PBAH, that is, when PBA ≧ PBAH is satisfied, the timer tmVOFF is set to a predetermined value T1 in step S7, and then the flag FVTEC is set to "1" (step S8). Exit the program.

When PBA <PBAH is satisfied in step S4, the process proceeds to step S5, and it is determined whether or not the timer value of the timer tmVOFF has become "0" after a predetermined period. When the timer value is not "0", the program is terminated as it is, while when the timer value is "0", the flag FVTEC is set to "0" (step S6), and the program is terminated. To do. That is, one intake valve 31a-1 is driven to open / close at a valve timing corresponding to the low speed rotation region, while the other intake valve 31a-2 is substantially in a rest state.

As described above, at low speed V / T, one intake valve 31a-1 of the pair of intake valves 31a-1 and 31a-2 is driven to open and close, and the other intake valve 31a-2 is substantially in a rest state. Therefore, the fuel is supplied into the combustion chamber 32 from only one of the intake valves 31a-1. As a result, swirls are generated in the combustion chamber 32, and the combustibility of the fuel is improved. By stopping the valve 31a-2, the frictional resistance required to drive the valve is also reduced, and the engine output can be improved.

Therefore, in this embodiment, the ignition timing is retarded when such swirl is generated. Figure 1
Reference numeral 0 is a flowchart of an ignition timing control routine for controlling the ignition timing, and this program is executed in synchronization with the generation of the TDC signal pulse.

First, in step S21, the flag FNP is set.
(N) is "0" and the flag FNP (n-1) is "1".
Or not. That is, whether the current shift position of the automatic transmission 19 is other than the N range or the P range,
Also, it is determined whether the previous shift position of the automatic transmission 19 is the N range or the P range. When the current shift position is other than the N range or the P range and the previous shift position is the N range or the P range,
When it is determined that the automatic transmission 19 is in-gear from the stop range to the running range, the process proceeds to step S22, and the timer tmD
After setting LY to the predetermined value T2, in step S23, the timer value of the timer tmDLY is "0", and the flag F
It is determined whether VTEC is set to "0".
The timer value is "0" and the flag FV
When TEC is "0", the predetermined period has elapsed and the valve timing is set to the low speed V / T so that one intake valve 31a
-2 is in the rest state, the process proceeds to step S24 to retard the ignition timing, the basic ignition advance value θIGM is multiplied by the retard correction coefficient KR to calculate the ignition advance value θIG, and the program To finish.

On the other hand, if the timer value is not "0",
Alternatively, when the flag FVTEC is “1”, the ignition advance value θI
G is set to the basic ignition advance value θIGM (step S2
5) End this program. That is, the flag FVT
When EC is set to "1", the valve timing is set to high speed V / T and the engine 1 is driven at a high rotation speed. The ignition advance value θIG is not corrected because it is judged to be small.

In step S21, the flag FNP is set.
(N) is "1" and / or flag FNP (n-
When 1) is "0", in-gear shock does not occur and this program ends.

FIG. 11 is a schematic diagram showing the engine output characteristics of this embodiment in comparison with the conventional example when the engine is operated at low load and low rotation, where the horizontal axis is time and the vertical axis is. Is the engine output.

That is, when the engine is operated at a low load and a low rotation speed and the in-gear is shifted from the N range or the P range to the D range, an in-gear shock occurs in normal times and the engine output as shown by a chain line. There is a protruding part. In addition, as described in the section [Prior Art],
When the ignition advance value is simply retarded during the in-gear,
As indicated by the broken line, the engine output may decrease and the engine may stall under the characteristic operating conditions such as low temperature.
Therefore, in this embodiment, in-gear and low speed V
When / T is set, one intake valve 31a-2 is in a rest state, so that a swirl is generated in the combustion chamber 32 and a stable combustion state is secured, and one valve spring of each cylinder is pressed. As a result, the driving loss is reduced and the frictional resistance is reduced to increase the engine output. By retarding the ignition timing in such a state, the engine output characteristic without in-gear shock is obtained as shown by the solid line. be able to.

Further, in the above embodiment, the predetermined low load / low rotation range is set by switching the valve timing. Therefore, when sudden acceleration starts, the in-gear shock countermeasure is given priority and the valve timing on the high speed side is set. By switching, it becomes possible to start without causing engine stall and without worrying about torque shock. That is, when the valve timing is set to a high speed V / T, the engine temperature is relatively high and the engine output is large during the high load / high speed operation, so it is determined that the in-gear shock does not adversely affect the drivability. Then, the pair of intake valves 31a-1 and 31a-2 are both opened and closed according to the operation of the engine, and the operation for the in-gear shock for correcting the ignition advance value to the retard side is not necessary.

In the above embodiment, the three cams 35a-
The valve timing is switched between the high speed side and the low speed side by 1 to 35a-3 and the three rocker arms 40a-1 to 40a-3, and the valve timing is controlled by the two cams and the two rocker arms. By changing the value, one of the pair of intake valves 31a-1 and 31a-2 can be put into a substantially idle state when the engine operating condition is in a predetermined low load / low speed region. .

12 and 13 show intake valves 31a-1 and 31a.
-2 Other Embodiment of Valve Operating Mechanism (2nd Embodiment)
FIG. 4 is a cross-sectional view of the main part showing the rocker arm 61 for normal motion.
Intake valve 31a- by a-1 and rest rocker arm 61a-2
The opening / closing drive of 1 and 31a-2 is controlled. That is, FIG.
2 shows a state where the engine is outside the predetermined low load and low rotation speed region, and FIG. 13 shows a state where the engine is within the predetermined low load and low rotation speed region.

Specifically, in FIG. 12, a switching pin 62 is provided in the rocker arm 61a-1 for normal operation, and the switching pin 62 is formed at one end side of a hole 63 into which the switching pin 62 is slidably fitted. The hydraulic chamber 64 and the oil supply passage 66 formed at the center of the rocker shaft 65 communicate with each other through a passage 67.

Locker arm 61 for pausing switching pin 62
The facing surface of the a-2 is brought into contact with a regulating pin 68 slidably fitted in the resting rocker arm 61a-2, and the regulating pin 68 normally keeps the switching pin 62 by the elastic force of the return spring 69. It is biased toward the movable rocker arm 61a-1. Incidentally, reference numeral 70
Is an air vent hole.

Then, in a region other than the predetermined low load and low rotation speed region, as shown in FIG. 12, oil is supplied to the oil supply passage 66 and the oil flows into the hydraulic chamber 64 through the passage 67, and the switching pin 62 is inserted into the hole 71 of the resting rocker arm 61a-2 against the elastic force of the return spring 69. In other words, the rocker arm 61a-1 for normal motion and the rocker arm 61a-2 for rest are connected by the switching pin 62 except in the predetermined low rotation region, and the rocker arm for normal motion is connected.
When both the resting and normal-acting cams (not shown) are slidably brought into contact with the slippers (not shown) of the cam 61a-1, the normal-acting rocker arm 61a-1 and the resting rocker arm 61a-2 are engaged with each other.
5 is used as a pivot, and the pair of intake valves 31
a-1 and 31a-2 are simultaneously opened and closed.

On the other hand, in the predetermined low load and low rotation region, the hydraulic pressure is lowered, and as shown in FIG. 13, the switching pin 62 is urged by the return spring 69 to urge the rocker arm 61 for normal operation.
The rocker arm 61a for normal motion is pushed back into the hole 63 of a-1.
-1 and the resting rocker arm 61a-2 are disconnected. Therefore, in this state, the cam force generated by the rotation of the cam (not shown) is not transmitted to the resting rocker arm 61a-2. That is, in the predetermined low load / low rotation region, the open / close drive is performed only by the intake valve 31a-1 on the normal / normal rocker arm 61a-1 side, and the resting rocker arm 61a-2. The intake valve 31a-2 on the side is in a rest state and the intake valve 31a-2 is in a substantially closed state.

FIG. 14 is a diagram showing the relationship between the valve lift amount of the intake valve and the cam angle in the second embodiment.
The horizontal axis shows the cam angle (°), and the vertical axis shows the valve lift amount (mm). Further, in the figure, the broken line shows the valve lift characteristic of the intake valve 31a-1 that is driven to open and close by the rotation of the normal motion cam, and the solid line shows the intake valve 31 when it is in a substantially rest state by the rest cam.
The valve lift characteristic of a-2 is shown.

In this case, the intake valve 31a-2 is slightly opened near TDC (for example, the valve lift amount is 0.5 to 1.
Although it is 5 mm), it is in a closed state and does not affect the desired swirl formation as in the first embodiment. Therefore, when the shift position of the automatic transmission 19 shifts from the N range or the P range to the D range and the intake valve 31a-2 is substantially in the rest state, the ignition is performed as in the first embodiment. By retarding the timing, it is possible to obtain an engine output that does not cause an in-gear shock.

[0069]

As described in detail above, the present invention relates to an engine including a plurality of intake valves and exhaust valves arranged in each cylinder of an internal combustion engine, and at least an engine speed and a load state of the engine. An operating state detecting means for detecting an operating state, an ignition advance value calculating means for calculating an ignition advance value of the internal combustion engine according to a detection result of the operating state detecting means, and a shift position of the automatic transmission in a stop range. In the control device for the internal combustion engine with an automatic transmission, which comprises an in-gear detecting means for detecting a shift from the driving range to the driving range, whether or not the operating state of the engine is in a predetermined low load low rotation region by the operating state detecting means. And a determination means for determining whether the operating state of the engine is in a predetermined low load and low rotation region of the intake valves. The ignition advance value when the transition from the stop range to the travel range is detected by the in-gear detection means and the part of the intake valves is substantially in the idle state. Since it has a retard control means for controlling the retard, friction resistance is reduced and engine output rises even in a low load / low rotation region where the engine temperature is low, and the combustion chamber becomes a swirl state, resulting in combustibility. Rises. The ignition advance value is retarded only when the combustion state is good, and in-gear shock can be reduced without causing engine stall.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing an embodiment of a control device for an internal combustion engine with an automatic transmission according to the present invention.

FIG. 2 is a longitudinal sectional view of a main part of an internal combustion engine.

FIG. 3 is a sectional view taken along line (A-A) of FIG.

FIG. 4 is a sectional view taken along the line (BB) of FIG. 3, showing a high speed V
It is sectional drawing which shows the state when it is set to / T.

5 is a sectional view taken along the line (BB) of FIG. 3, showing a low speed V
It is sectional drawing which shows the state when it is set to / T.

FIG. 6 is an enlarged view of an essential part showing a state where one intake valve is in a rest state.

FIG. 7 is a characteristic diagram showing a relationship between a valve lift amount of an intake valve and a cam angle.

FIG. 8 is a flowchart of a valve operating control routine.

FIG. 9 is a PBAH table diagram.

FIG. 10 is a flowchart of an ignition timing control routine.

FIG. 11 is a characteristic diagram showing an engine output characteristic of this embodiment in comparison with a conventional example.

FIG. 12 is a cross-sectional view of essential parts showing a connected state of a rocker arm for normal operation and a rocker arm for rest of the second embodiment.

FIG. 13 is a cross-sectional view of essential parts showing a state in which the normal operation rocker arm and the resting rocker arm of the second embodiment are separated from each other.

FIG. 14 is a diagram showing a relationship between a valve lift amount of an intake valve and a cam angle in the second embodiment.

[Description of Reference Signs] 1 internal combustion engine 6 ECU (ignition advance value calculation means, in-gear detection means, determination means, pause means, retardation control means) 8 PBA sensor (operating state detection means) 12 NE sensor (operating state detection means) ) 31a-1, 31a-2 intake valve 31b exhaust valve

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI technical display location F02D 43/00 301 B Z F02P 5/15

Claims (1)

[Claims] 1. A plurality of intake valves and exhaust valves arranged in each cylinder of an internal combustion engine, and operating state detecting means for detecting an operating state of the engine including at least the engine speed and the load state of the engine. An ignition advance value calculating means for calculating an ignition advance value of the internal combustion engine according to a detection result of the operating state detecting means, and a shift position of the automatic transmission detected from a stop range to a running range. In a control device for an internal combustion engine with an automatic transmission, which comprises an in-gear detecting means, a determining means for determining whether the operating state of the engine is in a predetermined low load and low rotation region by the operating state detecting means; When the operating state of the engine is determined to be in a predetermined low load / low rotation range by the means, a pause for substantially suspending the operation of some of the intake valves And a retard control means for retarding the ignition advance value when the transition from the stop range to the travel range is detected by the in-gear detection means and the some intake valves are substantially in the rest state. A control device for an internal combustion engine with an automatic transmission, comprising: