JP2009108746A - Control device for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an intake and exhaust valve control device of an engine, surely shaking off adhered fuel or adhered carbon from intake and exhaust valves, without complicating structure of the intake and exhaust valves. <P>SOLUTION: The intake and exhaust valves 13, 14 are opened/closed by a camless valve train to control chattering operation from when they are opened by the camless valve train to when they are finally and fully closed. The intake and exhaust valves are controlled to be fully closed in the chattering operation. The chattering operation of the intake and exhaust valves is controlled to be in a second half from when they are opened by the camless valve train to when they are finally and fully closed. Based on an engine revolution number detection signal, timing when the intake and exhaust valves are fully closed in the chattering operation is controlled to be the timing when the intake and exhaust valves are opened and immediately after reflected waves of positive pressure with respect to negative pressure waves generated in intake and exhaust ports 15, 16 enter from the intake and exhaust ports into the cylinder 12. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an engine control device.

  Fuel that could not be vaporized easily adheres to the intake valve and exhaust valve of an automobile engine, and when this adhered fuel is heated as it is, it tends to carbonize and remain attached.

  In this regard, in a general engine, as shown in FIG. 7, the intake valve 1 rotates around the valve rod 2 during the opening / closing operation. There is an effect of suppressing the adhesion. Although not shown, the same applies to the exhaust valve. Patent Document 1 discloses a technique in which the attached fuel is detached from the intake valve by vibrating the intake valve with a piezoelectric element provided on the valve rod in order to promote atomization of the fuel.

JP-A-5-5473

  However, the rotation of the intake / exhaust valve as described above is not sufficient to suppress the adhesion of carbon, and if the engine is used for a long time, the carbon adhesion to the intake / exhaust valve will increase and the engine performance will increase. There is a problem that causes a drop. It is desirable to vibrate (chatter) the intake / exhaust valve in the opening / closing direction in order to reliably shake off the attached fuel and attached carbon.

  However, it is difficult to realize this with a cam type valve mechanism. That is, in the cam type valve mechanism, a flat cam is used to open and close the intake / exhaust valve. However, if an acceleration of a certain level or more in the opening direction of the intake / exhaust valve is given due to the structure, valve spring umbrella ginging occurs. Resulting in. The upper limit of the acceleration in the opening direction is determined by the characteristics of the valve spring. For this reason, it is structurally difficult to open / close or vibrate the intake / exhaust valve multiple times during one rotation of the cam. Moreover, when using a piezoelectric element like patent document 1, there exists a problem that a structure becomes complicated in order to provide the mechanism which vibrates a valve separately from the opening / closing drive mechanism of an intake / exhaust valve.

  Therefore, in view of the above circumstances, the present invention provides an engine intake / exhaust valve control device that can reliably shake off fuel and carbon adhering from an intake / exhaust valve without complicating the structure of the intake / exhaust valve. Is an issue.

An engine control apparatus according to a first aspect of the present invention for solving the above-described problems is an engine control apparatus in which at least one of an intake valve and an exhaust valve is electromagnetically driven.
The electromagnetically driven valve is controlled to perform chattering operation by electromagnetic drive control during the valve opening period;
It is characterized by.

Further, the engine control device of the second invention is the engine control device of the first invention, wherein the chattering operation is executed at a later stage of the valve opening period,
It is characterized by.

The engine control device of the third invention is the engine control device of the first or second invention,
Controlling the electromagnetically driven valve to be fully closed temporarily during the chattering operation;
It is characterized by.

An engine control device according to a fourth aspect of the present invention is the engine control device according to the third aspect of the present invention.
The electromagnetically driven valve is an intake valve, and when the intake valve is temporarily fully closed during the chattering operation, a positive reflected wave with respect to a negative pressure wave generated in the intake port when the intake valve is opened Set immediately after entering the cylinder from the intake port;
It is characterized by.

  According to the engine control apparatus of the first aspect of the present invention, in the engine control apparatus in which at least one of the intake valve and the exhaust valve is electromagnetically driven, the electromagnetically driven valve performs chattering operation by electromagnetic drive control during the valve opening period. It is characterized by the fact that it is controlled so that the fuel adhering to the intake valve or exhaust valve is efficiently shaken off by chattering operation (vibration in the valve opening and closing direction) without complicating the structure. Carbon can be prevented.

  According to the engine control device of the second invention, in the engine control device of the first invention, the chattering operation is executed in the latter stage of the valve opening period, so that there is no influence on intake or exhaust. By performing chattering operation of the intake / exhaust valve at a low timing, the fuel adhering to the intake / exhaust valve can be efficiently shaken off.

  According to the engine intake / exhaust valve control device of the third aspect of the invention, in the engine control device of the first or second aspect of the invention, the electromagnetically driven valve is controlled to be temporarily fully closed during the chattering operation. Therefore, the fuel adhering to the valve can be more reliably shaken off more efficiently by the impact when the intake / exhaust valve is fully closed (at the time of seating) in the chattering operation.

  According to the engine control apparatus of the fourth aspect of the invention, in the engine control apparatus of the third aspect of the invention, the electromagnetically driven valve is an intake valve, and the timing at which the intake valve is temporarily fully closed during the chattering operation. The positive reflected wave with respect to the negative pressure wave generated in the intake port when the intake valve is opened is set immediately after entering the cylinder from the intake port. The fuel adhering to the valve can be shaken off efficiently, and the charging efficiency can be improved by the inertial intake that takes in the positive reflected wave.

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

  FIG. 1 is a configuration diagram of an intake / exhaust valve control device for an engine according to an embodiment of the present invention, and FIGS. 2 to 5 are diagrams showing lift curves of the intake / exhaust valves controlled by the intake / exhaust valve control device. FIG. 6 is an explanatory diagram of inertial intake and exhaust.

  As shown in FIG. 1, each cylinder 12 of an automobile engine 11 has an intake valve 13 and an exhaust valve 14 that can be opened and closed at any time by a camless valve mechanism (electromagnetic valve mechanism), and a spark plug 18. Is provided.

  The intake valve 13 is an electromagnetic valve, and includes a valve stem 21 and a valve umbrella 22, and a valve face 23 of the valve umbrella 22 contacts and separates from a valve seat 24 formed at the end of the intake port 15. As a result, the intake port 15 is opened and closed. An armature 25 projects from the valve stem 21, and an upper electromagnet 27 and a lower electromagnet 28 supported by a support portion (not shown) of the cylinder head 26 are disposed above and below the armature 25. Yes. An upper support member 29 protrudes from the upper portion of the valve stem 21, and an upper spring 30 is interposed between the upper support member 29 and the upper support portion 26a of the cylinder head 26 located above the upper support member 29. ing. A lower support member 31 protrudes from the lower portion of the valve stem 21, and a lower spring 32 is interposed between the lower support member 31 and the lower support portion 26b of the cylinder head 26 positioned below the lower support member 31. . The upper spring 30 biases the upper support member 29 (intake valve 13) downward, and the lower spring 32 biases the lower support member 31 (intake valve 13) upward.

  Therefore, when neither the upper electromagnet 27 nor the lower electromagnet 28 is energized, the spring force of the upper spring 30 and the lower spring 32 is balanced, and the armature 25 is positioned between the upper electromagnet 27 and the lower electromagnet 28. The intake valve 13 is in a half-open state. On the other hand, when the upper electromagnet 27 is energized, the armature 25 is attracted to the upper electromagnet 27 as shown in the drawing, so that the intake valve 13 moves in the direction of arrow A and is fully closed (sitting state), and the lower electromagnet 28 is energized. When the armature 25 is attracted to the lower electromagnet 28, the intake valve 13 moves in the direction of arrow B and is fully opened.

  Similarly, the exhaust valve 14 is also an electromagnetic valve, and has a valve stem 41 and a valve umbrella 42, and the valve face 43 of the valve umbrella 42 is against the valve seat 44 formed at the end of the exhaust port 16. The exhaust port 16 is opened and closed by contact and separation. An armature 45 projects from the valve rod 41, and an upper electromagnet 47 and a lower electromagnet 48 supported by a support portion (not shown) of the cylinder head 26 are disposed above and below the armature 45. Yes. An upper support member 49 projects from the upper portion of the valve stem 41, and an upper spring 50 is interposed between the upper support member 49 and the upper support portion 26c of the cylinder head 26 located above the upper support member 49. ing. A lower support member 51 protrudes from the lower portion of the valve stem 31, and a lower spring 52 is interposed between the lower support member 51 and the lower support portion 26d of the cylinder head 26 positioned below the lower support member 51. . The upper spring 50 urges the upper support member 49 (exhaust valve 14) downward, and the lower spring 52 urges the lower support member 51 (exhaust valve 14) upward.

  Therefore, when neither the upper electromagnet 47 nor the lower electromagnet 48 is energized, the spring force of the upper spring 50 and the lower spring 52 is balanced, and the armature 45 is positioned between the upper electromagnet 47 and the lower electromagnet 48. The exhaust valve 14 is half open. On the other hand, when the upper electromagnet 47 is energized, the armature 45 is attracted to the upper electromagnet 47 as shown in the figure, so that the exhaust valve 14 moves in the direction of the arrow C and is fully closed (sitting state), and the lower electromagnet 48 is energized. When the armature 45 is attracted to the lower electromagnet 48, the exhaust valve 14 moves in the direction of arrow D and is fully opened.

  The opening / closing control (intake / exhaust valve control) of the intake valve 13 and the exhaust valve 14 is performed by an ECU (electronic control unit) 61. Specifically, an open / close control signal for the intake valve 13 and the exhaust valve 14 of the ECU 61 is transmitted to the power amplifier 62 for driving the electromagnetic valve, and the electromagnets 27 and 28 of the intake valve 13 and the electromagnet 47 of the exhaust valve 14 are transmitted from the power amplifier 62. , 48 is supplied with electric power in accordance with the opening / closing control signal, and intake / exhaust valve control is performed. The details of the intake / exhaust valve control will be described later (see FIGS. 2 to 5: details will be described later).

  The ECU 61 receives detection signals from a water temperature sensor 63 as a cold state detection means, a throttle sensor 64 as a load detection means, and an engine speed sensor 65 as an engine speed detection means, and other control information ( 66 (for example, a detection signal of another sensor or a control signal of another control device) is also input.

  The water temperature sensor 63 detects the temperature of the cooling water of the engine 11 and outputs this temperature detection signal to the ECU 61. The ECU 61 compares the temperature detection signal with a temperature set value, and determines that the engine 11 is in a cold state when the temperature detection signal is lower than the temperature set value. The throttle sensor 64 detects the opening of a throttle valve (not shown) for adjusting the intake air amount, and outputs this opening detection signal to the ECU 61. The ECU 61 compares the opening detection signal with the opening setting value, and determines that the engine 11 is in a low load state when the opening detection signal is smaller than the opening setting value. When it is equal to or greater than the opening set value, it is determined that the engine 11 is in a high load state. The engine speed sensor 65 detects the number of revolutions of the engine 11 and outputs this revolution number detection signal to the ECU 61. The ECU 61 determines the fully closed timing during the chattering operation of the intake valve 13 and the exhaust valve 14 based on the rotation speed detection signal.

  Here, the intake / exhaust valve control by the ECU 61 will be described with reference to FIGS.

  When the ECU 61 determines that the engine 11 is in a high load state based on the detection signal of the load detection means (throttle sensor 64 in this embodiment) (opening detection signal in this embodiment), FIG. While performing the intake valve control as shown in a) and the exhaust valve control as shown in FIG. 2B, when it is determined that the engine 11 is in a low load state, the intake valve as shown in FIG. Control and exhaust valve control as shown in FIG. When the ECU 61 determines that the engine 11 is in a cold state based on a detection signal (a temperature detection signal in the present embodiment) of a cold state detection means (a water temperature sensor 63 in the present embodiment). Intake valve control as shown in FIG. 3 (a) and exhaust valve control as shown in FIG. 3 (b) are performed. Alternatively, when the ECU 61 determines that the engine 11 is in a low load state based on the detection signal (opening degree detection signal) of the load detection means (throttle sensor 64), the engine speed detection means (in this embodiment, the engine Intake valve control as shown in FIG. 5 (a) and exhaust valve control as shown in FIG. 5 (b) are performed based on the rotation speed detection signal of the rotation speed sensor 63).

  In the case of FIG. 2A (during high load), control is performed so that the intake valve 13 has a normal lift curve. That is, in the intake stroke, the intake valve 13 is controlled to be fully opened by the electromagnetic valve mechanism and then closed until it is fully closed.

  Similarly, in the case of FIG. 2B (during high load), the exhaust valve 14 is controlled so as to have a normal lift curve. That is, in the exhaust stroke, control is performed so that the exhaust valve 14 is fully opened after being opened by the electromagnetic valve mechanism and then fully closed.

  In the case of FIG. 3A (in the cold state), the intake valve 13 is opened by the electromagnetic valve mechanism until it is fully closed in the intake stroke (valve opening period: from time T1). Control is performed so that the chattering operation is performed by the electromagnetic valve mechanism until T2. The chattering operation is controlled to be performed in the latter half (in the illustrated example, the second half of the intake stroke) from when the intake valve 13 is opened by the electromagnetic valve mechanism until it is finally fully closed.

  Similarly, in the case of FIG. 3B (in the cold state), the exhaust valve 14 is opened by the electromagnetic valve mechanism until it is fully closed in the exhaust stroke (valve opening period: time). During the period from T1 to T2, control is performed so that the chattering operation is performed by being opened and closed by the electromagnetic valve mechanism. This chattering operation is also controlled to be performed in the second half (in the illustrated example, the second half of the exhaust stroke) from when the exhaust valve 14 is opened by the electromagnetic valve mechanism until it is finally fully closed.

  In the case of FIG. 4A (low load), the intake valve 13 is opened by the electromagnetic valve mechanism until it is fully closed in the intake stroke (valve opening period: from time T1). Control is performed so that the chattering operation is performed by the electromagnetic valve mechanism until T2. In addition, in the chattering operation at this time, the intake valve 13 is controlled to be fully closed (sit down). The chattering operation is controlled to be performed in the second half (in the illustrated example, the second half of the intake stroke) from when the intake valve 13 is opened by the electromagnetic valve mechanism until it is finally fully closed.

  Similarly, in the case of FIG. 4B (when the load is low), the exhaust valve 14 is opened by the electromagnetic valve mechanism until the valve is finally fully closed in the exhaust stroke (valve opening period: time). During the period from T1 to T2, control is performed so that the chattering operation is performed by being opened and closed by the electromagnetic valve mechanism. Moreover, in the chattering operation at this time, the exhaust valve 14 is controlled to be fully closed (sit down). Further, this chattering operation is controlled to be performed in the second half (in the illustrated example, the second half of the exhaust stroke) from when the exhaust valve 14 is opened by the electromagnetic valve mechanism until it is finally fully closed.

  4 (a) and 4 (b), the intake and exhaust valves 13 and 14 are fully closed each time during the chattering operation. However, the present invention is not necessarily limited to this. It may be combined with the time when it does not become.

  In the case of FIG. 5A (low load), the intake valve 13 is opened by the electromagnetic valve mechanism until it is fully closed in the intake stroke (valve opening period: time). During the period from T1 to T2, control is performed so that the chattering operation is performed by being opened and closed by the electromagnetic valve mechanism. Moreover, in the chattering operation at this time, when the intake valve 13 is opened at the time (T3) when the intake valve 13 is fully closed based on the rotation speed detection signal of the engine speed detection means (engine speed sensor 63). Control is performed so that the reflected wave of the positive pressure with respect to the negative pressure wave generated in the intake port 15 is immediately after entering the cylinder 12 from the intake port 15. The chattering operation is controlled to be performed in the second half (in the illustrated example, the second half of the intake stroke) from when the intake valve 13 is opened by the electromagnetic valve mechanism until it is finally fully closed.

  Similarly, in the case of FIG. 5B (low load), the exhaust valve 14 is opened by the electromagnetic valve mechanism until it is fully closed in the exhaust stroke (valve opening period: time). During the period from T1 to T2, control is performed so that the chattering operation is performed by being opened and closed by the electromagnetic valve mechanism. In addition, in the chattering operation at this time, when the exhaust valve 14 is opened at the timing (T3) when the exhaust valve 14 is fully closed based on the rotation speed detection signal of the engine speed detection means (engine speed sensor 63). Control is performed so that a reflected wave of a positive pressure with respect to a negative pressure wave generated in the exhaust port 16 is immediately after entering the cylinder 12 from the exhaust port 16. Further, this chattering operation is controlled to be performed in the second half (in the illustrated example, the second half of the exhaust stroke) from when the exhaust valve 14 is opened by the electromagnetic valve mechanism until it is finally fully closed.

  The timing when the intake / exhaust valves 13 and 14 are fully closed during the chattering operation as in the case of FIG. 5A and FIG. 5B is specified in order to cause inertia intake / exhaust in the intake / exhaust system. is there. The explanation of inertia intake and exhaust will be described later (see FIG. 6).

  As described above, according to the intake / exhaust valve control device for an engine of the present embodiment, the intake / exhaust valves 13 and 14 that can be opened and closed at any time by the camless valve mechanism (electromagnetic valve mechanism) are provided for each cylinder 12. In the intake / exhaust valve control device of the engine 11 provided for the above, the intake / exhaust valves 13, 14 are opened / closed by the camless valve mechanism after being opened by the camless valve mechanism until finally fully closed. Since the control is performed so that the chattering operation is performed, the chattering operation of the intake / exhaust valves 13 and 14 (in the opening / closing direction of the intake / exhaust valves 13 and 14) can be performed without complicating the structure of the intake / exhaust valves 13 and 14. By virtue of vibration), the unburned fuel adhering to the intake and exhaust valves 13 and 14 can be reliably shaken off to prevent the carbon from adhering.

  Further, according to the intake / exhaust valve control device for an engine of the present embodiment, the intake / exhaust valves 13 and 14 are controlled to be fully closed during the chattering operation. The fuel adhering to the intake valve 13 and the exhaust valve 14 can be more efficiently shaken off more reliably by the impact when the valves 13 and 14 are fully closed (at the time of sitting).

  Further, according to the intake / exhaust valve control device for an engine of the present embodiment, the chattering operation of the intake / exhaust valves 13, 14 is finally performed after the intake / exhaust valves 13, 14 are opened by the camless valve mechanism. Since it is controlled to be performed in the latter half of the period until it is closed, the fuel adhering to the intake and exhaust valves 13 and 14 by performing the chattering operation of the intake and exhaust valves at a timing with little influence on intake and exhaust. Can be shaken off efficiently.

  Further, according to the engine intake / exhaust valve control device of the present embodiment, the intake valve 13 determines when the intake valve 13 is fully closed during the chattering operation based on the engine speed detection signal of the engine speed detection means. The exhaust valve 14 is opened when the exhaust valve 14 is fully closed during the chattering operation immediately after the positive reflected wave with respect to the negative pressure wave generated in the intake port 15 when it is opened enters the cylinder 12 from the intake port 15. Since the control is performed so that the reflected wave of the positive pressure with respect to the negative pressure wave generated at the exhaust port 16 immediately after entering the cylinder 12 from the exhaust port 16, the chattering operation of the intake and exhaust valves 13 and 14 is performed. Allows unburned fuel and carbon adhering to the intake and exhaust valves 13 and 14 to be shaken off, and filled by inertial intake and exhaust that incorporates positive reflected waves. It is also possible to improve the exhaust efficiency.

  Here, based on FIG. 6, inertial intake and exhaust will be described. FIGS. 6A to 6E show, in time series, the operating states of the intake valve 13 and the piston 17 in the intake stroke and the changes in atmospheric pressure in the intake port 15 and the cylinder 12. FIG. 6A shows a state when the intake valve 13 starts to open at the initial stage of the intake stroke. Thereafter, when the intake valve 13 is further opened as shown in FIG. 6B, a negative pressure wave is generated at the end portion on the downstream side (cylinder 12 side) of the intake port 15, and this negative pressure wave is upstream of the intake port 15. It is transmitted to. When the negative pressure wave reaches the upstream open end of the intake port 15 as shown in FIG. 6 (c), a positive reflected wave with respect to the negative pressure wave is generated at the open end as shown in FIG. 6 (d). Then, the reflected wave of positive pressure returns to the downstream side of the intake port 15. Finally, the positive reflected wave enters the cylinder 12 as shown in FIG. FIG. 6E shows a state in which the intake valve 13 is fully closed immediately after the reflected wave of positive pressure enters (returns) the cylinder 12. Also in the exhaust system, when the exhaust valve 14 opens and closes in the exhaust stroke, a pressure change similar to the pressure in the intake system occurs.

  Inertia intake / exhaust in which such a positive pressure reflected wave is taken into the cylinder 12 has better filling / exhaust efficiency. However, since the propagation speed of the pressure wave is sonic, the timing at which inertial intake / exhaust occurs is the intake / exhaust port. It depends on the length of 15 and 16 and the rotational speed of the engine 11. That is, since the length of the intake / exhaust ports 15 and 16 is constant, the timing at which the intake / exhaust of inertia occurs changes according to the engine speed. For this reason, assuming that the intake / exhaust valves 13 and 14 are fully closed immediately after the positive reflected wave enters the cylinder 12 at a certain engine speed and inertia intake / exhaust occurs (see FIG. 6 (e)). Since the time per cycle is shorter when the engine speed is higher than this time, the intake / exhaust valves 13 and 14 are fully closed before the reflected wave of positive pressure enters the cylinder 12, Inertial intake / exhaust does not occur. Further, when the engine speed is low, even if a positive reflected wave enters the cylinder 12, the intake and exhaust valves 13 and 14 are not fully closed, so that inertia intake and exhaust are not generated. Therefore, when the engine speed is high or low, improvement in charging / exhaust efficiency by inertial intake / exhaust cannot be expected.

  Therefore, by adjusting the timing at which the intake and exhaust valves 13 and 14 are fully closed according to the engine speed during the chattering operation as described above, the charging / exhaust efficiency by inertial intake and exhaust can be improved.

  In the above description, as an example of the camless valve mechanism, the case where the electromagnetically driven intake valve and the exhaust valve are operated for chattering has been described. However, the present invention is not limited to this, and only the intake valve or only the exhaust valve is operated for chattering. You may do it.

  Further, the intake / exhaust valve control (chattering operation) as shown in FIG. 3 is useful when applied in a cold state where the fuel is likely to adhere to the intake / exhaust valve. This can also be applied when the gas is likely to adhere to the intake / exhaust valve. Furthermore, the intake / exhaust valve control (chattering operation) as shown in FIG. 4 and FIG. 5 is useful when applied at low load where carbon tends to adhere to the intake / exhaust valve. This can also be applied when the gas is likely to adhere to the intake / exhaust valve.

  The present invention relates to an intake / exhaust valve control device for an engine, and is particularly useful when applied to an intake valve or an exhaust valve that can be opened and closed at any time by a camless valve mechanism.

1 is a configuration diagram of an intake / exhaust valve control device for an engine according to an embodiment of the present invention. FIG. It is a figure which shows the lift curve of the intake / exhaust valve controlled by the said intake / exhaust valve control apparatus. It is a figure which shows the lift curve of the intake / exhaust valve controlled by the said intake / exhaust valve control apparatus. It is a figure which shows the lift curve of the intake / exhaust valve controlled by the said intake / exhaust valve control apparatus. It is a figure which shows the lift curve of the intake / exhaust valve controlled by the said intake / exhaust valve control apparatus. It is explanatory drawing of inertial intake / exhaust. It is explanatory drawing of the adhesion prevention method of the unburned fuel and carbon with respect to the conventional intake / exhaust valve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Engine 12 Cylinder 13 Intake valve 14 Exhaust valve 15 Intake port 16 Exhaust port 17 Piston 18 Spark plug 21 Valve rod 22 Umbrella 23 Valve face 24 Valve seat 25 Armature 26 Cylinder head 26a Upper support part 26b Lower support part 26c Upper support part 26d Lower support portion 27 Upper electromagnet 28 Lower electromagnet 29 Upper support member 30 Upper spring 31 Lower support member 32 Lower spring 41 Valve rod 42 Valve umbrella 43 Valve face 44 Valve seat 45 Armature 47 Upper electromagnet 48 Lower electromagnet 49 Upper support member 50 Upper Spring 51 Lower support member 52 Lower spring

Claims (4)

In an engine control device in which at least one of an intake valve and an exhaust valve is electromagnetically driven,
The electromagnetically driven valve is controlled to perform chattering operation by electromagnetic drive control during the valve opening period;
An engine control device. The engine control device according to claim 1,
The chattering operation is executed at a later stage of the valve opening period;
An engine control device. The engine control device according to claim 1 or 2,
Controlling the electromagnetically driven valve to be fully closed temporarily during the chattering operation;
An engine control device. The engine control device according to claim 3,
The electromagnetically driven valve is an intake valve, and when the intake valve is temporarily fully closed during the chattering operation, a positive reflected wave with respect to a negative pressure wave generated in the intake port when the intake valve is opened Set immediately after entering the cylinder from the intake port;
An intake / exhaust valve control device for an engine.

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