JP2009191697A - Intake control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To effectively restrain sticking and sedimentation of a deposit to an intake control valve. <P>SOLUTION: An engine 200 has an impulse valve 224 in an intake pipe 204. The impulse valve 224 is rotatably constituted inside the intake pipe 204, and has particularly a dead zone area of not substantially changing the suction air volume to impulse valve opening on its valve closing side. An ECU 100 for controlling the engine 200 acquires an engine speed Ne of the engine 200 in a process of executing basic control, and determines an impulse valve closing position in response to this acquired engine speed Ne. In this case, the impulse valve closing position is set so as to become small in an area for passing the impulse valve 224 when closing the valve among the dead zone area of the impulse valve 224 as the engine speed Ne increases. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technical field of an intake control device for an internal combustion engine configured to be capable of inertia supercharging by opening / closing control of an intake control valve.

  As this type of device, one having a shaft on the intake pipe wall has been proposed (see, for example, Patent Document 1). According to the intake system (hereinafter referred to as “conventional technology”) of an impulse-charged internal combustion engine disclosed in Patent Document 1, it is disclosed that the swing direction for opening the impulse valve matches the intake flow direction. ing.

  In addition, there has been proposed one that performs forced driving when the impulse valve is determined to be abnormal (for example, see Patent Document 2).

JP 2003-193845 A JP 2005-248825 A

  In order to improve the inertia supercharging effect, it is necessary to narrow the gap between the intake pipe and the intake control valve. In this case, deposits are likely to adhere to the vicinity of the gap, and the intake control valve may be stuck. Get higher. However, in the conventional technology, no proposal has been made regarding the suppression or prevention of the sticking required for improving the inertial supercharging effect, and various deposits that can occur remarkably when the valve is closed. It is difficult to avoid adhesion deposition.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide an intake control device for an internal combustion engine that can effectively suppress deposits and deposits on the intake control valve.

  In order to solve the above-described problems, an intake control device for an internal combustion engine according to the present invention is provided in a vehicle, and is installed in a plurality of cylinders, an intake passage communicating with the plurality of cylinders, and a rotation in the intake passage. An intake control valve that can control the flow rate of the intake air according to the rotation state and has a dead zone region for blocking the flow of the intake air as a rotation range, and intake air according to the rotation state of the intake control valve An intake control apparatus for an internal combustion engine configured to be capable of inertial supercharging utilizing the pulsation of the engine, the specifying means for specifying the operating condition of the vehicle including the engine speed of the internal combustion engine, and the specified First setting means for setting the valve closing position of the intake control valve in the dead zone based on operating conditions, and controlling the intake control valve to the valve closing position set when the intake control valve is closed First control means for It is characterized in.

  The "internal combustion engine" according to the present invention has a plurality of cylinders, and various fuels such as gasoline, light oil, various alcohols, or a mixed fuel of various alcohols and gasoline, or the like in each of the cylinders, or The force generated when an air-fuel mixture containing various fuels explodes or burns can be taken out as a driving force through a physical or mechanical transmission path such as a piston, a connecting rod and a crankshaft. It is a concept that encompasses various institutions. An “intake engine control device for an internal combustion engine” relating to this type of internal combustion engine includes intake air (ie, intake air as air sucked from the outside world) as a part of the concept, and the intake air itself. Or, for example, when an exhaust gas recirculation device such as an EGR device is provided, for example, a mixture of EGR gas (that is, a part of exhaust gas) and the intake air according to the open / close state of a flow rate adjusting means such as an EGR valve, etc. For example, physically, mechanically or electrically controlled.

  The “intake passage” in the intake control apparatus for an internal combustion engine according to the present invention is the intake passage described above. As a preferred embodiment, for example, an air cleaner, an air flow meter, a throttle valve (ie, an intake throttle valve). The surge tank, the intake port, and the like can be connected or communicated with each other as appropriate, for example, in the form of a single or a plurality of tubular members. Further, as a preferred embodiment, the internal combustion engine according to the present invention is a part formed by excluding a part to be provided in an exhaust system such as a turbocharger (of course, a turbine or the like) in the intake passage. In this case, the downstream side (in addition, “downstream” and “upstream” is one of the directional concepts based on the direction of intake air flow. In this case, An intake air cooling means such as an intercooler may be provided on the downstream side (that is, the cylinder side). The intake air cooling means is a physical unit capable of cooling intake air supplied via a supercharger (may be irrelevant whether or not supercharging by the supercharger is performed in practice). Means having mechanical, mechanical, electrical, magnetic or chemical aspects, at least somewhat more and relatively cooling the intake air, thereby increasing the intake air density relatively Efficiency can be improved.

  The internal combustion engine according to the present invention is rotatable in the intake passage (where “rotation” refers to operation with rotation, and “rotation possible” means the concept of “rotation possible”). For example, a valve body, or the valve body capable of controlling the intake amount as the amount of intake air in accordance with a rotational state that can be controlled, for example, in a binary, stepwise or continuous manner. In addition, an intake control valve is provided as a means that can take various forms such as a valve operating mechanism or a valve operating device that can appropriately include a drive device that drives the valve body. When the internal combustion engine is provided with a so-called intake throttle valve such as a throttle valve, the intake control valve is installed on the downstream side of the intake throttle valve as a preferred form. The installation mode of the intake control valve can be appropriately changed according to the structure of the intake passage. For example, in the case where the intake passage has a configuration that appropriately branches in the section between the surge tank and each cylinder, for example, corresponding to each cylinder or cylinder group, a plurality of intake passages are provided at the branch position or upstream thereof. A single intake control valve may be provided so as to be shared by the cylinders (in this case, the intake system may be a so-called single valve intake manifold intake system). Also in the configuration of such an intake passage, a plurality of intake control valves may be provided for each cylinder individually in a plurality of intake passages corresponding to each cylinder (that is, downstream of the branch position). Alternatively, when a part of the intake passage is a so-called intake manifold or the like, for example, an independent configuration for each cylinder on the downstream side of the surge tank, it is needless to say that intake control is performed on each (or part of) these independent pipes. A valve may be provided.

  The internal combustion engine according to the present invention is configured to be capable of inertia supercharging (also referred to as pulse supercharging or impulse charge) using intake air pulsation in accordance with the rotation state of the intake control valve. Here, “inertia supercharging” is a preferred form, for example, closing the intake control valve in tandem with the opening of the intake valve, for example, a proper time elapse (crank angle, etc.) after the intake valve is opened. The intake control valve may be opened through a negative pressure on the downstream side of the intake control valve and the upstream side of the intake control valve may be at or above atmospheric pressure. ) And the like, and the positive pressure wave is reflected as a negative pressure wave in the vicinity of the combustion chamber entrance of each cylinder that can be regarded as an open end, and the negative pressure wave is disposed in series or in parallel with the intake passage, for example. In addition, when natural intake is performed by using the pulsation of intake that can take the form of a secondary positive pressure wave, etc., which is caused by reflection at the open end again at an opening of a surge tank, for example (a preferred form) As the intake air intake valve The pulsation generated by the opening / closing control applied to the intake control valve is a pulsation stronger than this type of pulsation as a preferred form). In comparison with, this refers to taking in a large amount of intake air into the cylinder in the intake stroke (that is, supercharging).

  The control of the rotation state of the intake control valve to achieve this kind of inertia supercharging can take various forms. For example, the intake control valve opening / closing timing, valve opening period or opening (ie, The degree of valve opening, which uniquely defines the open / close state), the control of the intake valve open / close timing or valve open period, or the fuel corresponding to the change in the intake amount accompanying the change in the intake charging efficiency This is a concept encompassing correction of the injection amount, for example, the closing timing of the intake valve (that is, a valve for controlling the communication state between the combustion chamber and the intake passage as a preferred embodiment), and the pulsation wave (positive This includes control to synchronize the time when the peak of the (pressure wave) reaches the intake valve (it does not necessarily indicate that they coincide with each other).

  Here, in particular, the intake control valve according to the present invention has a dead zone region for blocking the flow of intake air (that is, whether or not it is completely blocked) as its rotation range.

  Here, the “dead zone region” means that a change in intake flow rate through the intake control valve does not occur strictly or substantially, or that a problem does not occur in practice when the flow rate does not change. Point to a specific area. There are various control modes of the valve closing position of the intake control valve.For example, when there is no abutting portion to be used for abutting for position control, or even if it is not used when the valve is closed, A valve closing state may be formed by allowing the behavior of the valve body in this dead zone region.

  That is, the “dead zone region” is preferably preliminarily experimentally, empirically, theoretically, or based on simulations so that the position control accuracy of the intake control valve at the time of valve closing is not at least practically insufficient. An index that clearly defines the dead zone, such as how much the intake air amount actually changes, or in what range the opening corresponding to the dead zone falls Is irrelevant to the essence of the present invention.

  On the other hand, when the position of the intake control valve at the time of valve closing is set in the dead zone area, various deposits are likely to adhere or accumulate in at least a part of the dead zone area. Alternatively, various deposits are likely to adhere to the intake control valve. In particular, when the internal combustion engine has a device for recirculating exhaust gas to the intake system, such as an EGR device, or a device for circulating blowby gas such as PCV to the intake system, etc., PM (Particulate Matter) in the exhaust gas Alternatively, this type of problem is likely to manifest due to the influence of HC or the like in blow-by gas.

  The intake control device for an internal combustion engine according to the present invention can be configured as various processing units such as an ECU (Electronic Control Unit), various controllers or various computer systems such as a microcomputer device during operation. The vehicle operating conditions including the engine speed of the internal combustion engine are specified by the means.

  Note that “specific” in the present invention refers to, for example, detecting a specific target directly or indirectly as a physical numerical value or an electrical signal corresponding to the physical numerical value via some detection means, or any detection means. Corresponding numerical values from maps etc. stored in appropriate storage means etc. based on physical numerical values detected in the form of electrical signals etc. directly or indirectly via the Selecting, deriving from such physical numerical values or selected numerical values in accordance with a preset algorithm or calculation formula, or the numerical values detected, selected or derived in this way, for example, electrical signals, etc. The identification means includes, for example, time processing of the output signal of the crank position sensor within the scope of the concept. It may be specified engine rotational speed by Rukoto, the engine speed may be specified directly as the output signal of the rotational speed sensor.

  When the driving condition of the vehicle is specified, the closed position of the intake control valve is determined by the first setting means that can be configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Based on the set operating conditions, it is set within the dead zone region described above.

  Here, the dead zone region is a region in which the change in the intake air amount falls within an allowable range for the valve closing position, and the intake air characteristics required at the time of valve closing are guaranteed as long as the valve closing position is defined within the dead zone region. Is done. On the other hand, if the valve closing position is variable in the dead zone region according to the driving conditions of the vehicle, the frequency of use of the dead zone region when the intake control valve is closed changes randomly. A clear change appears in the deposition characteristics.

  That is, if the valve closing position changes somewhat, the flow of intake air around the intake control valve changes at least microscopically, so the amount of deposited or deposited deposit has no guideline. This is clearly reduced as compared with the case where the intake control valve is closed. That is, according to the present invention, it is possible to effectively suppress deposit adhesion and accumulation on the intake control valve while reliably closing the intake control valve when the valve is closed.

  In one aspect of the intake air control apparatus for an internal combustion engine according to the present invention, the first setting means passes through the dead zone in the process of rotating the intake control valve toward the set valve closing position. The valve closing position is set so that the passing range to be reduced becomes smaller as the engine speed of the internal combustion engine increases.

  The passing range defined as at least a part of the dead zone region through which the intake control valve passes during the process of rotating the intake control valve toward the valve closing position when the valve is closed changes according to the set valve closing position. For example, at the valve closing position closest to the position at the time of valve opening (that is, the valve opening position, preferably the fully open position), the passing range is minimized, and at the valve position that is the most dissimilar, Such a passing range is maximized (that is, the intake control valve preferably passes through the entire dead zone region). On the other hand, as long as the intake control valve rotates in one rotation direction that is in an inverted relationship with each other when the valve is opened and when the valve is closed, at the valve closing position where the passage range is maximum, The transition is likely to be delayed.

  According to this aspect, the passage range becomes narrower in a binary, stepwise or continuous manner as the engine rotational speed increases, so that it is possible to reduce the amount of deposit while adhering or accumulating deposits on the intake control valve. It becomes possible to secure the response speed of the control valve as much as possible. If the engine speed is high, the time required for the intake stroke decreases accordingly. Therefore, opening and closing during the intake stroke is required as a preferred form (in particular, a plurality of intake control valves such as a single valve type intake manifold intake system). A higher response speed is required for the intake control valve. Therefore, this aspect is clearly beneficial in practice.

  In another aspect of the intake control device for an internal combustion engine according to the present invention, a second setting means for setting the rotation direction of the intake control valve to the normal rotation direction or the reverse rotation direction based on the specified operating condition; And second control means for controlling the intake control valve so that the rotation direction of the intake control valve is the set rotation direction.

  According to this aspect, the rotation direction of the intake control valve is set to the normal rotation direction or the reverse rotation direction by the second setting means that can be configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device. Is done. Further, the second control means, which can be configured as various processing units such as an ECU, various controllers or various computer systems such as a microcomputer device, allows the intake control valve to rotate so that the rotation direction of the intake control valve becomes the set rotation direction. The control valve is controlled. As a preferred form, when the intake control valve is rotatably installed, the direction of rotation of the intake control valve is binary, and which is the forward direction or the reverse direction is only a design matter. However, if only one of the rotation directions is continuously used, deviation in the frequency of use of the dead zone area is likely to occur, and a portion where deposits are likely to adhere or accumulate in the dead zone area may occur.

  According to this aspect, the driving conditions of the vehicle, for example, the engine speed described above, the load of the internal combustion engine defined by various index values, the elapsed time from the arbitrarily set reference time, or the preset driving The rotation direction is set as appropriate based on the determination as to whether or not the condition is met, and is provided for the drive control of the intake control valve by the second control means. For this reason, it becomes possible to use the dead zone region more uniformly than at least when this kind of rotation direction is not set, and deposit adhesion or deposition in the vicinity of the dead zone region is effectively suppressed. is there.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

<Embodiment of the Invention>
Various preferred embodiments of the present invention will be described below with reference to the drawings.
<First Embodiment>
<Configuration of Embodiment>
First, the configuration of the engine system 10 according to the first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a schematic configuration diagram conceptually showing the configuration of the engine system 10.

  In FIG. 1, an engine system 10 is mounted on a vehicle (not shown) and includes an ECU 100 and an engine 200.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and is configured to be able to control the entire operation of the engine 200. 1 is an example of an “intake control device for an internal combustion engine”. The ECU 100 is configured to be able to execute basic control to be described later according to a control program stored in the ROM.

  The ECU 100 is an integrated electronic control unit configured to function as an example of the “specifying unit”, the “first setting unit”, and the “first control unit” according to the present invention. All the operations according to the above are executed by the ECU 100. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  The engine 200 is an in-line four-cylinder gasoline engine that is an example of an “internal combustion engine” according to the present invention that uses gasoline as fuel. The outline of the engine 200 will be described. The engine 200 has a configuration in which four cylinders 202 are arranged in parallel in a cylinder block 201. Then, the air-fuel mixture containing the fuel is compressed in the compression process in each cylinder, and the force generated when ignited by the ignition operation of the ignition device 203 is applied to the crankshaft (not shown) via a piston and a connecting rod (not shown), respectively. It is configured to be converted into a rotational motion. The rotation of the crankshaft is transmitted to drive wheels of a vehicle on which the engine system 10 is mounted, and the vehicle can travel.

  Below, the principal part structure of the engine 200 is demonstrated with a part of the operation | movement. Since the configurations of the individual cylinders 202 are equal to each other, only one cylinder 202 will be described here. However, when the cylinders are distinguished from each other, each of these four cylinders is appropriately expressed as “first cylinder”, “second cylinder”, “third cylinder”, and “fourth cylinder”. Note that supplementarily, the engine 200 is configured such that each stroke is repeatedly executed in the order of the first cylinder → the third cylinder → the fourth cylinder → the second cylinder. That is, when the intake stroke is performed in the first cylinder, the cylinder that reaches the intake stroke before and after the time series upper phase is the third cylinder.

  In FIG. 1, intake air as air guided from the outside world is guided to the intake pipe 204. The intake pipe 204 is provided with a throttle valve 205 capable of adjusting the amount of intake air guided to the intake pipe 204. The throttle valve 205 is a rotary valve that is configured to be rotatable by a driving force supplied from a throttle valve motor (not shown) that is electrically connected to the ECU 100 and controlled by the ECU 100 at the upper level. The rotational position is continuously controlled from a fully closed position where the upstream and downstream portions of the intake pipe 204 at the boundary are substantially blocked to a fully open position where the intake pipe 204 communicates almost entirely. As described above, in the engine 200, the throttle valve 205 and the throttle valve motor constitute a kind of electronically controlled throttle device.

  The intake pipe 204 is connected to the communication pipe 206 on the downstream side of the throttle valve 205 and is configured to communicate with the communication pipe 206 therein. The communication pipe 206 communicates with each intake port (not shown) of each cylinder 202, and the intake air guided to the intake pipe 204 is guided to the intake port corresponding to each cylinder via the communication pipe 206. It is configured to be written. Two intake ports are provided for each cylinder 202, and each intake port is configured to communicate with the inside of the cylinder 202. The intake pipe 204 and the communication pipe 206 constitute an example of the “intake passage” according to the present invention.

  An injection valve of an injector (not shown) for fuel injection is exposed at the intake port, and is configured to be able to inject gasoline as fuel into the intake port. The injector drive system is electrically connected to the ECU 100 and is controlled by the ECU 100 to the upper level. That is, the operation of the injector is controlled by the ECU 100. The fuel injected through the injector is mixed to some extent with the intake air at the intake port, and is sucked into the cylinder 202 in the intake stroke as the above-described mixture. That is, this air-fuel mixture is an example of “intake” according to the present invention. Note that the intake air-fuel mixture is further mixed in the intake stroke and the subsequent compression stroke, and ignited and ignited by ignition control of the ignition device 203 (controlled by the ECU 100) performed in the vicinity of the compression TDC ( That is, it is configured to explode).

  In this embodiment, the injector is a so-called electronically controlled port injector, and fuel is injected into the intake port. However, the fuel injection mode is not limited in any way. For example, this type of port injector is used. Instead of or in addition, an in-cylinder direct injection system composed of, for example, a common rail system or a unit injector that can inject fuel directly into the high-temperature and high-pressure cylinder 202 may be employed.

  The communication state between the intake port and the cylinder 202 is controlled by an intake valve 207 provided in each intake port. The intake valve 207 is fixed to the intake camshaft 208 that rotates in conjunction with the crankshaft. The cam profile of the intake cam 209 that has an elliptical cross section perpendicular to the extending direction of the intake camshaft 208 (in short, The opening / closing characteristics are defined according to the shape), and the intake port and the inside of the cylinder 202 can communicate with each other when the valve is opened.

  On the other hand, the burned mixture or the partially unburned mixture is led to the exhaust manifold 213 through the exhaust port (not shown) as exhaust when the exhaust valve 210 that opens and closes in conjunction with the opening and closing of the intake valve 207 is opened. It is configured to be written. The exhaust valve 210 is fixed to the exhaust camshaft 211 that rotates in conjunction with the crankshaft, and the cam profile of the exhaust cam 212 having an elliptical cross section perpendicular to the extending direction of the exhaust camshaft 211 (in short, The opening / closing characteristics are defined according to the shape), and the exhaust port and the cylinder 202 can be communicated with each other when the valve is opened. The exhaust gas collected in the exhaust manifold 213 is supplied to the exhaust pipe 214 communicating with the exhaust manifold 213.

  A turbine 216 is installed in the exhaust pipe 214 so as to be accommodated in the turbine housing 215. The turbine 216 is a ceramic impeller configured to be rotatable about a predetermined rotation axis by the pressure of exhaust gas (that is, exhaust pressure) guided to the exhaust pipe 214. The rotating shaft of the turbine 216 is shared with the compressor 218 installed in the intake pipe 204 so as to be accommodated in the compressor housing 217. When the turbine 216 is rotated by exhaust pressure, the compressor 218 is also centered on the rotating shaft. It is configured to rotate.

  The compressor 218 is configured to be able to pump and supply intake air sucked into the intake pipe 204 from the outside through an air cleaner (not shown) to the downstream side by the pressure accompanying its rotation. The so-called supercharging is realized by the air pumping effect. That is, in the engine 200, the turbine 216 and the compressor 218 constitute a kind of turbocharger. In the following description, the term “turbocharger” will be used as appropriate as a comprehensive concept including the turbine 216 and the compressor 217.

  A three-way catalyst 219 is installed in the exhaust pipe 214. The three-way catalyst 219 is a catalytic converter that can purify HC (hydrocarbon), CO (carbon monoxide), and NOx (nitrogen oxide) in the exhaust gas simultaneously or continuously. Further, a water temperature sensor 220 is disposed in the cylinder block 201 that accommodates the cylinder 202. Inside the cylinder block 201, a water jacket as a cooling water flow path for cooling the cylinder 202 is stretched. Inside the water jacket, LLC as cooling water is circulated and supplied by the action of a circulation system (not shown). ing. The water temperature sensor 220 has a configuration in which a part of the detection terminal is exposed inside the water jacket, and is configured to be able to detect the temperature of the cooling water. The water temperature sensor 220 is electrically connected to the ECU 100, and the detected coolant temperature is grasped by the ECU 100 at a constant or indefinite period.

  A hot wire type air flow meter 221 capable of detecting the mass flow rate of the intake air is installed on the upstream side of the compressor 218. The air flow meter 221 is electrically connected to the ECU 100, and the detected intake air amount is grasped by the ECU 100 at a constant or indefinite period. In the present embodiment, the detected intake air amount is uniquely related to the amount of intake air (ie, the intake air amount) sucked into the cylinder 202, and is an index that defines the actual load of the engine 200. Treated as a value.

  In the intake pipe 204, an intercooler 222 is installed on the downstream side of the compressor 218 and the upstream side of the throttle valve 205. The intercooler 222 has a heat exchange wall inside thereof, and when supercharged intake air passes (the same is true even in a low rotation region where the compressor 218 does not act substantially), The intake air can be cooled by heat exchange via the heat exchange wall. The engine 200 can increase the density of the intake air by the cooling by the intercooler 222, so that the supercharging via the compressor 218 can be performed more efficiently.

  Here, a surge tank 223 is installed on the downstream side of the throttle valve 205 in the intake pipe 204. The surge tank 223 suppresses irregular pulsation of the intake air supplied while appropriately receiving the above-described turbocharger supercharging action, and stably supplies the intake air to the downstream side (that is, the cylinder 202 side). At the same time, the storage means is configured to be able to invert the phase of the negative pressure wave during the execution of inertia supercharging control, which will be described later, and the above-described communication pipe 206 is located on the downstream side of the surge tank 223. It is connected to the. However, since the intake air is basically supplied to the cylinder 202 while pulsating to a greater or lesser extent, the intake air passing through the surge tank 223 is also a kind of pulsating wave.

  A single impulse valve 224 is provided in the vicinity of the connection portion with the communication pipe 206 on the downstream side of the surge tank 223 installed in the intake pipe 204. The impulse valve 224 is an example of the “intake control valve” according to the present invention having a configuration in which the opening degree changes as the valve body rotates inside the intake pipe 204. Details of the impulse valve 224 will be described later.

  In the vicinity of the impulse valve 224, an actuator 225 that can provide the impulse valve 224 with the driving force used for the above-described change of the valve body position is installed. The actuator 225 includes a drive motor, a motor drive circuit, and a rotation angle sensor (all not shown).

  The drive motor is a DC brushless motor that is connected to the rotary shaft of the valve body of the impulse valve 224 and is provided with a permanent magnet, and includes a rotor (not shown) that is a rotor and a stator that is a stator. When the rotor is rotated by the action of a rotating magnetic field formed in the drive motor by energizing the stator via, a driving force is generated in the rotation direction.

  The motor drive circuit is a current control circuit including an inverter configured to be able to control a state of a magnetic field formed inside the drive motor through energization of the stator. The motor drive circuit is electrically connected to the ECU 100, and the operation of the motor drive circuit is controlled by the ECU 100. The drive motor is a DC brushless motor, and the drive voltage is a drive voltage Vdc, which is a DC voltage, but the drive current is generated by an inverter in the motor drive circuit in u-phase, v-phase, and w-phase. It is configured to be controlled as a corresponding three-phase alternating current.

  The rotation angle sensor is a so-called resolver configured to be able to detect the rotation angle of the rotor by utilizing the change of the phase of the voltage output from the two-phase coil of the rotor in the drive motor. As described above, the rotor is connected to the rotation shaft of the valve body of the impulse valve 224, and the rotor rotation angle detected by the rotation angle sensor is uniquely related to the opening degree of the impulse valve 224. The rotation angle sensor is electrically connected to the ECU 100, and the detected rotor rotation angle is grasped by the ECU 100 at a constant or indefinite cycle as an index value indicating the opening degree of the impulse valve 224. Yes. The means for detecting the opening degree of the impulse valve 224 is not limited to the resolver, and may be, for example, a hall sensor, a rotary encoder, or the like.

  In the engine 200, the communication pipe 206 is integrated upstream of a portion corresponding to each cylinder 202 (more specifically, an intake port), so that a so-called single valve type intake manifold intake system is realized. The configuration of the intake system is not limited to this. For example, the intake manifold may branch from the surge tank 223 to the individual cylinders 202. In this case, the impulse valve 224 may be installed in each intake manifold so as to be independently controllable.

  In the engine system 10 according to the present embodiment, the engine 200 that is a gasoline engine is employed as an example of the “internal combustion engine” according to the present invention. However, the internal combustion engine according to the present invention refers only to the gasoline engine. Of course, a diesel engine, an engine using an alcohol mixed fuel, or the like may be used. Further, for the purpose of preventing the explanation from being complicated, the engine 200 according to the present embodiment is not equipped with an exhaust gas recirculation device such as an EGR device. It may be. Here, in view of the configuration in which the exhaust gas recirculation device is not mounted, in the engine 200 according to the present embodiment, the intake air sucked into each cylinder 202 through the intake port passes through the intake pipe 204 except for the fuel injected by the injector. It is comprised only by the intake air led through.

  The required load of the engine 200 is determined according to an accelerator opening degree Ta that is an operation amount (that is, an operation amount by a driver) of an accelerator pedal (not shown). The accelerator opening degree Ta is detected by the accelerator opening degree sensor 11 and is grasped at a constant or indefinite period by the ECU 100 electrically connected to the accelerator opening degree sensor 11. In general, the smaller the accelerator opening, the smaller the required load, and the larger the accelerator opening, the larger the required load. Since the magnitude of the required load correlates with the magnitude of the required output, in the engine system 10, the engine required output changes according to the accelerator opening degree Ta.

  Note that the required load defined by the accelerator opening Ta and the above-described actual load that changes according to the change in the throttle opening or the engine speed according to the required load are examples of the “load” according to the present invention. However, in the present embodiment, the accelerator opening degree Ta is treated as an example of the load according to the present invention.

  Here, the details of the impulse valve 224 will be described with reference to FIG. FIG. 2 is a schematic cross-sectional view of the intake pipe 204 in the vicinity of the impulse valve 224. In the figure, the same reference numerals are given to the same portions as those in FIG. 1, and the description thereof will be omitted as appropriate.

  In FIG. 2, the impulse valve 224 is configured to be rotatable in the illustrated plane in the intake pipe 224. The white arrow in the figure indicates the flow direction of the intake air.

  Here, when the impulse valve opening Aip is introduced as an index value that defines the rotation state of the impulse valve 224, when the impulse valve opening Aip = 0 ° (the opening corresponding to the position of the impulse valve indicated by the solid line) ) Corresponds to the fully closed position CL, and when the impulse valve opening degree Aip = 90 ° (the opening degree corresponding to the position of the impulse valve indicated by the thick broken line) corresponds to the fully opened position OP.

  On the other hand, in the operating range of the impulse valve 224, a region where the impulse valve opening degree Aip corresponds to −Aipth ≦ Aip ≦ Aipth is a dead zone region.

  Here, the dead zone region will be described. In the dead zone region, the intake pipe 204 is slightly widened, and when the impulse valve 224 is rotated, the gap between the inner wall portion of the intake pipe 204 and the end portion of the impulse valve 224 is reduced. The configuration is maintained substantially constant. For this reason, in the dead zone region, the flow of the intake air is substantially blocked regardless of the position of the impulse valve 224. That is, the flow of the intake air to the right region is blocked by the impulse valve 224 in the figure.

<Operation of Embodiment>
Hereinafter, the operation of this embodiment will be described.

  As described above, the dead zone region is provided in the intake pipe 204. In this case, when the impulse valve 224 is closed, the impulse valve 224 does not necessarily need to be controlled to the fully closed position CL as long as it is within the dead zone region, and the position control accuracy at the time of closing the valve is preferably ensured. That is, in order to realize inertia supercharging, it is essential to form a negative pressure in the communication pipe 206 as will be described later, and it is necessary to reliably block the intake air, and thus the dead zone region is used in this way. .

  On the other hand, the impulse valve 224 can be rotated clockwise or counterclockwise in terms of structure, but rotates in a rotating direction that is in an inverted relationship with each other when the valve is opened and when the valve is closed. In the case (in short, the position of the impulse valve 224 is controlled so as to reciprocate between the valve opening position and the valve closing position, and this aspect is adopted in this embodiment), the impulse valve at the time of valve closing is used. The longer the opening degree Aip is on the decrease side, the longer it takes to reach the valve opening position when the valve is opened. That is, the operation speed of the impulse valve 224 is relatively reduced.

  On the other hand, when the valve closing position is fixed (that is, the passage range is fixed), for example, when blow-by gas is circulated to the intake system via the PCV device or the like, or the intake system via the EGR device When the EGR gas (that is, the exhaust gas) is circulated in the engine 200 (note that the engine 200 shown in FIG. 1 is not equipped with these devices, these known devices are also suitable for the engine 200. In the dead zone region, various deposits are likely to adhere or accumulate in the zone where the impulse valve 224 is not used (that is, the dead zone region and not the passing range). Therefore, in the present embodiment, the valve closing position of the impulse valve 224 is effectively determined in the execution process of the basic control executed by the ECU 100.

  Here, the details of the basic control will be described with reference to FIG. FIG. 3 is a flowchart of basic control.

  In FIG. 3, the ECU 100 acquires the driving conditions of the vehicle (step S101). In the present embodiment, the engine speed Ne and the accelerator opening degree Ta are acquired as the operating conditions. When the engine speed Ne and the accelerator opening degree Ta are acquired, the impulse valve closing position is determined (step S102).

  Here, the characteristics of the impulse valve closing position will be described with reference to FIG. FIG. 4 is a schematic diagram showing the characteristics of the impulse valve closing position.

  In FIG. 4, the characteristic of the impulse valve closing position with respect to the engine rotational speed Ne is represented as illustrated PRF_Acl. That is, according to the present embodiment, when the engine rotational speed is the minimum rotational speed NeL, which will be described later, the impulse valve closing position is set to -Aipth described above, and the engine rotational speed is the reference value Neth, which will be described later. Further, the impulse valve closing position is set to the above-described Aipth. PRF_Acl is a linear characteristic, and the impulse valve closing position continuously increases as the engine speed Ne increases. For example, the engine speed corresponding to the impulse valve solution Aip = 0 ° is Ne0 (NeL <Ne0 <Neth). Thus, in the present embodiment, the passing range gradually decreases as the engine rotational speed Ne increases. The characteristics illustrated in FIG. 4 are digitized in advance and stored in the ROM as a control map.

  Returning to FIG. 3, in the process according to step S102, the ECU 100 refers to the map stored in the ROM, and selectively selects one impulse valve closing position corresponding to the engine speed Ne acquired in the process according to step S101. To obtain the impulse valve closing position. In addition, although it is continuous in this embodiment, the impulse valve closing position may be increased in a binary or stepwise manner (that is, decreased as the passing range) in accordance with an increase in the engine rotational speed Ne.

  When the impulse valve closing position is determined, it is determined whether or not the operating condition acquired in the processing according to step S101 corresponds to the inertial supercharging region (step S103).

  Here, the inertia supercharging region will be described with reference to FIG. FIG. 5 is a schematic diagram of the inertial supercharging region.

  In FIG. 5, the inertia supercharging region is a region corresponding to the hatched region shown in the two-dimensional coordinate system in which the accelerator opening degree Ta and the engine rotational speed Ne are arranged on the vertical axis and the horizontal axis, respectively. More specifically, it is assumed that the range of engine rotation speeds that can be taken by the engine 200 is not less than the minimum rotation speed NeL (which is the minimum rotation speed at which self-rotation is possible) and not more than the maximum rotation speed NeH (which is a so-called rev limit). When the accelerator opening degree Ta changes from 0% (ie, fully closed) to 100% (ie, fully open), the inertial supercharging region is NeL ≦ Ne ≦ Neth (Neth <NeH) and Tath ≦ Ta ≦. Qualitatively speaking, it is a low rotation and high load region.

  The minimum rotation speed NeL is a value of about 800 rpm, for example, and Neth is a judgment reference value, which is a value of about 2000 rpm. Further, Tath is a reference value for the accelerator opening, and is a value that can be used to determine that inertial supercharging is necessary in terms of required load. In other words, in the low load region less than the reference value Tath, it is not necessary to increase the intake charge amount from the beginning, so that it is not necessary to execute the inertia supercharging control.

  Returning to FIG. 2, when the acquired operating condition does not correspond to the inertial supercharging region (step S103: NO), the ECU 100 executes non-inertial supercharging control (step S105).

  Here, the non-inertia supercharging control refers to the position control of the impulse valve 224 to the fully open position OP. The driving mode of the impulse valve 224 when controlling the impulse valve 224 to the fully open position is not particularly limited. For example, the position of the impulse valve 224 when the actuator 225 is not energized corresponds to the fully open position of the impulse valve 224. The impulse valve 224 may be fixed at the fully open position by simply stopping the energization of the actuator 225, or when the position of the impulse valve 224 when the actuator 225 is not energized is different from the fully open position. The actuator 225 may be energized appropriately so that the impulse valve 224 is maintained and fixed in the fully open position.

  On the other hand, when the operating condition corresponds to the inertial supercharging region (step S103: YES), the ECU 100 executes inertial supercharging control (step S104).

  Here, the inertia supercharging control refers to a series of controls for generating intake air pulsation by opening and closing (that is, rotating) the impulse valve 224, and improving the charging efficiency of the intake air. It becomes like this.

  That is, for one cylinder 202 (for example, the first cylinder), the impulse valve is used before the start of the intake stroke (that is, preferably at the end of the intake stroke of another cylinder (for example, the second cylinder)) or at the beginning of the intake stroke. When the valve 224 is closed, since the impulse valve 224 is closed, the pipe pressure of the communication pipe 206 becomes negative as the piston of the cylinder 202 descends, and is maintained at atmospheric pressure or higher by atmospheric pressure or supercharging. The pressure difference with the pipe internal pressure of the intake pipe 204 increases. When the impulse valve 224 is opened in a state where the negative pressure is sufficiently formed in the communication pipe 206 in this manner (that is, the valve is opened in a valve opening period after the valve opening timing of the intake valve 207), the intake pipe 204 is opened. And the inside of the corresponding cylinder 202 (that is, the first cylinder in this case) communicate with each other, and the intake air flows into the combustion chamber inside the cylinder 202 at once as the intake air via the impulse valve 224.

  On the other hand, the communication pipe 206 is a so-called open end at the communication part with the combustion chamber, and the positive pressure wave caused by the inflow of the intake air into the combustion chamber is reflected by the combustion chamber, so that the phase is inverted. It becomes a pressure wave. The negative pressure wave reaches the surge tank 223 sequentially through the communication pipe 206 and the impulse valve 224, and reaches the combustion chamber again as a positive pressure wave whose phase is inverted by reflection at the open end at the open hole. When the peak of the positive pressure wave reaches the combustion chamber (or to the intake valve 207) (not necessarily limited to that point in time, but includes that point as long as the charging efficiency of the intake can be improved to some extent) The valve opening timing of the impulse valve 224 may be such that the positive pressure wave reaches the combustion chamber by closing the intake valve 207 or at the timing when the intake valve 207 is closed. By controlling this, the pressure in the combustion chamber rises, and the charging efficiency of the intake air is improved. Inertia supercharging using the impulse valve 224 is executed in this way.

  When executing the inertia supercharging control according to step S104, the ECU 100 improves the intake charging efficiency as much as possible for each driving condition of the vehicle experimentally, empirically, theoretically, or based on simulation or the like. The actuator 225 is controlled so that the impulse valve 224 opens and closes with an opening / closing characteristic determined to be able to be controlled. At this time, since the amount of intake air taken into the cylinder 202 changes, the fuel injection amount is corrected to maintain the air-fuel ratio at a predetermined value. When correcting the fuel injection amount, the fuel injection amount correction amount mapped in advance in association with the vehicle operating conditions and the opening / closing timing of the impulse valve 224 (related to the improvement in the charging efficiency of intake air by inertia supercharging) The reference fuel injection amount is appropriately increased and corrected. For this reason, when the inertia supercharging control is executed, the emission does not deteriorate. If the process which concerns on step S104 or step S105 is performed, a process will be returned to step S101 and a series of processes will be repeated. The basic control is executed in this way.

  Here, the impulse valve closing position determined in the process according to step S102 is referred to when the inertial supercharging control according to step S104 is executed. As described above, when executing the inertia supercharging control, it is necessary to form a negative pressure in the communication pipe 206, so that the impulse valve 224 is repeatedly position-controlled between the valve opening position and the valve closing position. When the impulse valve 224 is closed, the position of the impulse valve 224 is controlled to the impulse valve closing position determined by the processing according to step S102.

  Here, in particular, in the processing according to step S102, the higher the engine rotational speed Ne (the more practically, inertia supercharging is not executed in a region where the engine rotational speed is equal to or higher than Neth as illustrated in FIG. The impulse valve closing position may not be set (or a constant value) in a region where the engine speed Neth or higher (that is, a region where the impulse valve 224 is basically controlled to the fully open position OP). Good)), the impulse valve closing timing is set so that the passing range is reduced. More specifically, when the engine rotational speed Ne is the minimum rotational speed NeL, the impulse valve opening is 2 Aip when the engine rotational speed Ne is the minimum rotational speed NeL, whereas the engine rotational speed Ne is the reference value Neth. Zero.

  The size of this passing range is directly related to the response speed of the impulse valve 224 when the valve is opened. That is, if the passing range is large, the arrival to the valve opening position is delayed accordingly. In this embodiment, since the passage range is changed to the reduction side as the rotation speed increases, the response speed of the impulse valve 224 is suitably secured.

  In addition, since the passing range becomes variable according to the engine rotational speed Ne, the dead zone can be used over a wide range (in this embodiment, the entire zone), and adhesion or deposition of deposits in the dead zone can be suppressed, and the impulse valve 224 can be used. Occurrence of so-called failure such as sticking is prevented. That is, according to the present embodiment, deposit adhesion or deposition on the impulse valve 224 is effectively suppressed.

Second Embodiment
In the first embodiment, the rotation direction of the impulse valve 224 is defined as a direction that is mutually reversed when the valve is opened and when the valve is closed. However, by changing the rotation direction, the first embodiment can be changed. It is possible to further suppress deposit adhesion to the impulse valve 224 in cooperation with the control of the size of the passing range.

  Here, with reference to FIG. 6, the rotation direction setting processing according to the second embodiment of the present invention based on such a purpose will be described. FIG. 6 is a flowchart of the rotation direction setting process. In the figure, the same reference numerals are given to the same portions as those in FIG. 3, and the description thereof will be omitted as appropriate. The configuration of the engine system according to the second embodiment is the same as that of the engine system 10. The rotation direction setting process is executed as a routine different from the basic control according to FIG.

  In FIG. 6, the ECU 100 determines the impulse valve rotation direction based on the vehicle operating conditions acquired in the process according to step S101 (step S201). When the impulse valve rotation direction is determined, ECU 100 returns the process to step S101 and repeats a series of processes. The rotation direction setting process is executed as described above. The rotation direction of the impulse valve 224 set here is referred to and applied in the position control of the impulse valve 224 in the basic control described above. That is, in the present embodiment, the ECU 100 is configured to function as an example of the “second setting unit” and the “second control unit” according to the present invention.

  The impulse according to the engine speed Ne and the accelerator opening Ta (an index value other than the accelerator opening Ta, for example, an intake air amount or a throttle opening may be used as an index value for defining the load). The setting mode of the valve rotation direction is not limited as long as deposit adhesion or deposition on the impulse valve 224 can be suppressed at least within a range where no practical problem occurs.

  Further, the rotation direction of the impulse valve 224 set in the rotation direction setting process is not limited as long as the dead zone region can be used fairly uniformly by changing the rotation direction, or as long as the effect can be expected. The rotation direction may be only during valve operation, the rotation direction only during valve closing, or both.

<Third Embodiment>
Next, with reference to FIG. 7, the rotation direction setting process according to the third embodiment of the present invention will be described. FIG. 7 is a flowchart of the rotation direction setting process according to the third embodiment of the present invention. The configuration of the engine system according to the third embodiment is the same as that of the engine system 10. The rotation direction setting process is executed as a routine different from the basic control according to FIG.

  In FIG. 7, the ECU 100 acquires an elapsed time Trev after inversion (step S301). Here, the “elapsed time Trev after reversal” is an elapsed time after the rotation direction of the impulse valve 224 is reversed. The elapsed time Trev after inversion is directly measured and stored by the ECU 100 by using a built-in timer or the like.

  The ECU 100 determines whether or not the acquired elapsed time Trev after reversal is greater than or equal to a predetermined value Trevth, that is, whether or not a predetermined time has elapsed since the rotation direction was reversed (step S302). When the elapsed time Trev after reversal is less than the predetermined value Trevth (step S302: NO), the ECU 100 returns the process to step S301, repeats a series of processes, and the elapsed time Trev after reversal is equal to or greater than the predetermined value Trevth. (Step S302: YES), ECU 100 reverses the rotational direction of impulse valve 224 (Step S303).

  When the rotational direction of the impulse valve 224 is reversed, the ECU 100 resets the post-reverse elapsed time Trev that has been measured so far (step S304), starts measuring the post-reverse elapsed time Trev again, and performs processing. Returning to step S301, a series of processing is repeated.

  That is, according to this embodiment, the rotation direction of the impulse valve 224 is switched according to time. For this reason, by reversing the rotation direction of the impulse valve 224 while significantly reducing the control load, it is possible to reliably prevent deposit adhesion or accumulation in the dead zone region.

<Fourth embodiment>
Next, with reference to FIG. 8, a rotation direction setting process according to the fourth embodiment of the present invention will be described. FIG. 8 is a flowchart of the rotation direction setting process according to the fourth embodiment of the present invention. The configuration of the engine system according to the fourth embodiment is the same as that of the engine system 10. The rotation direction setting process is executed as a routine different from the basic control according to FIG.

  In FIG. 8, the ECU 100 determines whether or not the engine 200 is operating (step S401). When the engine 200 is operating (step S401: YES), the ECU 100 further determines whether or not the engine 200 is in a fuel cut (hereinafter referred to as “F / C” as appropriate) period (step S402). Note that the engine 200 executes F / C control that cuts off the fuel supply during a deceleration period or the like.

  When it is not the F / C period (step S402: YES), the ECU 100 sets the rotation direction of the impulse valve 224 to the positive direction (step S403).

  Here, the “forward rotation direction” is a direction set as a basic rotation direction of the impulse valve 224. For example, in FIG. 2, the impulse valve opening Aip increases when the valve is opened, and the impulse valve 224 is closed. The direction in which the impulse valve opening degree Aip decreases during the valve operation may be used. Moreover, the reverse may be sufficient. Further, which one is adopted as the forward rotation direction may be set so as to ensure as much as possible the flow of the intake air in the intake pipe 204.

  On the other hand, when it is determined in the process according to step S401 that the engine 200 is stopped (step S401: NO), or when it is determined in the process according to step S402 that the period is F / C (step S401). The ECU 100 sets the rotation direction of the impulse valve 224 to the reverse rotation direction (step S404) and controls the impulse valve 224 to continuously rotate (step S405).

  Here, the “reverse rotation direction” is a direction obtained by reversing the above-described normal rotation direction when the impulse valve 224 is opened or closed, or both, and “continuous rotation control” is set. The control means that the impulse valve 224 is continuously rotated according to the rotation direction. That is, when the rotation direction set as the opposite direction corresponds to rotating the impulse valve 224 in one direction, the impulse valve 224 is continuously rotated by the continuous rotation control. When the rotation direction set as the opposite direction corresponds to the reciprocal rotation of the impulse valve 224 between the valve closing position and the valve opening position, the impulse valve 224 is reciprocated by the continuous rotation control. Exercise.

  In this embodiment, the rotation control of the impulse valve 224 is not limited to the setting of the rotation direction, but this is performed when the engine 200 is in the engine stop or F / C period (that is, F / C period). In any case, the engine 200 does not rotate spontaneously), which corresponds to the fact that the rotation direction is reversed. That is, in this case, since the engine 200 is in the engine stop state, the inertia supercharging control is not executed in the basic processing shown in FIG.

  When the process according to step S403 or step S405 is executed, the process proceeds to step S401, and a series of processes is repeated. In the present embodiment, in this way, the entire dead zone region can be used uniformly using the period in which the engine 200 is not substantially operated, and deposit adhesion or deposition is efficiently suppressed. It is.

<Fifth Embodiment>
Next, with reference to FIG. 9, the rotation direction setting process according to the fifth embodiment of the present invention will be described. FIG. 9 is a flowchart of the rotation direction setting process according to the fifth embodiment of the present invention.

  In FIG. 9, the ECU 100 determines whether or not it is the closing timing of the impulse valve 224 (step S501). When it is the closing timing of the impulse valve 224 (step S501: YES), the ECU 100 sets the rotation direction of the impulse valve 224 to the reverse direction (step S502), and when it is not the closing timing of the impulse valve 224 (step S501: NO), the rotation direction of the impulse valve 224 is set to the normal rotation direction (step S503). When the process according to step S502 or step S503 is executed, the process returns to step S501, and a series of processes is repeated.

  Here, the processing according to step S502 and step S503 is basically the same as the processing according to step S404 and step S403 in the fourth embodiment, but the impulse valve 224 is limited only to the closing timing of the impulse valve 224. Since the rotation direction is set to the reverse rotation direction, no change occurs in the rotation direction when the valve is opened. In this case, in the normal rotation direction, when the rotation direction of the impulse valve 224 coincides (that is, rotates) when the valve is closed and when the valve is opened, the impulse valve 224 reciprocates, When the rotation directions of the impulse valve 224 at the time of opening are mutually reversed (that is, reciprocating), the impulse valve 224 rotates. In any case, since a portion of the dead zone that is not used in the forward rotation direction is used, deposit adhesion or deposition in the dead zone is suitably suppressed.

  The present invention is not limited to the above-described embodiments, and can be changed as appropriate without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. The control device is also included in the technical scope of the present invention.

1 is a schematic configuration diagram conceptually showing a configuration of an engine system according to a first embodiment of the present invention. FIG. 2 is a schematic cross-sectional view of an intake pipe in the vicinity of an impulse valve in the engine system of FIG. 1. It is a flowchart of the basic control performed in the engine system of FIG. It is a schematic diagram showing the characteristic of the impulse valve closing position set in the basic control of FIG. It is a schematic diagram of the inertia supercharging area | region referred in the basic control of FIG. It is a flowchart of the rotation direction setting process which concerns on 2nd Embodiment of this invention. It is a flowchart of the rotation direction setting process which concerns on 3rd Embodiment of this invention. It is a flowchart of the rotation direction setting process which concerns on 4th Embodiment of this invention. It is a flowchart of the rotation direction setting process which concerns on 5th Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Engine system, 100 ... ECU, 200 ... Engine, 202 ... Cylinder, 204 ... Intake pipe, 205 ... Throttle valve, 206 ... Communication pipe, 207 ... Intake valve, 216 ... Turbine, 218 ... Compressor, 222 ... Intercooler, 223 ... Surge tank, 224 ... Impulse valve, 225 ... Actuator.

Claims (3)

The vehicle has a plurality of cylinders, an intake passage communicating with the plurality of cylinders, and is rotatably installed in the intake passage. Intake control of an internal combustion engine comprising an intake control valve having a dead zone for blocking the flow of intake air, and configured to enable inertia supercharging using intake air pulsation according to the rotation state of the intake control valve A device,
A specifying means for specifying an operating condition of the vehicle including an engine speed of the internal combustion engine;
First setting means for setting a valve closing position of the intake control valve in the dead zone based on the specified operating condition;
An intake control device for an internal combustion engine, comprising: first control means for controlling the intake control valve at the set valve closing position when the intake control valve is closed. The first setting means is configured such that a passing range in which the intake control valve passes through the dead zone in the process of turning toward the set valve closing position is increased with an increase in engine speed of the internal combustion engine. The intake control device for an internal combustion engine according to claim 1, wherein the valve closing position is set to be smaller. Second setting means for setting a rotation direction of the intake control valve to a normal rotation direction or a reverse rotation direction based on the specified operating condition;
3. The apparatus according to claim 1, further comprising: a second control unit that controls the intake control valve so that a rotation direction of the intake control valve becomes the set rotation direction. An intake control device for an internal combustion engine.

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