JP2752224B2 - Intake control device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention provides an intake control valve for each intake passage communicating with each cylinder of an internal combustion engine, and opens and closes the intake control valve using magnetic force. TECHNICAL FIELD The present invention relates to an intake control device for an internal combustion engine that controls intake by means of an engine.

[Related Art] At the start of an intake stroke of an internal combustion engine, burned gas in a cylinder or an exhaust passage may flow back to the intake passage due to valve overlap, and the intake charging efficiency may decrease.

Therefore, conventionally, an intake control valve is provided for each intake passage communicating with each cylinder of the internal combustion engine, and by controlling the opening and closing of the intake control valve, the intake air is controlled to improve the filling effect of the intake air and, consequently, the torque of the internal combustion engine. Various intake control devices have been proposed to improve fuel efficiency and improve fuel efficiency.
As described in Japanese Patent Application Laid-Open No. 2-16328, there is known an intake control device in which an intake control valve is opened and closed using a magnetic force obtained by energizing a solenoid.

According to this type of intake control device, since the intake control valve is opened and closed using magnetic force, there is no need to provide a mechanical drive device such as a link mechanism in the drive system for driving the intake control valve, and the drive system Can be simplified, and the effect of improving the durability of the drive system can be obtained.

On the other hand, when opening and closing the intake control valve to prevent backflow of burned gas as described above, it is necessary to open and close the intake control valve more quickly as the rotation speed of the internal combustion engine is higher. That is,
The higher the rotational speed of the internal combustion engine, the shorter the time required for one stroke of the internal combustion engine and the shorter the valve overlap time. Therefore, the minimum response time of the intake control valve (required (Response time: the time required for the intake control valve to actually open or close after the opening or closing of the intake control valve), as shown in FIG. 2, when the rotational speed NE of the internal combustion engine is high. It becomes shorter.

For this reason, in the intake control device that opens and closes the intake control valve using magnetic force as described above, the intake control valve can be opened and closed well not only when the internal combustion engine is running at low speed but also when the internal combustion engine is running at high speed. In addition, the driving voltage of the solenoid that generates the magnetic force is set to a high value. In other words, when the intake control valve is opened and closed using a magnetic force, as shown in FIG. 3, the higher the drive voltage of the solenoid that generates the magnetic force, the higher the drive voltage.
Since the response time (actual response time) To until the intake control valve actually opens (or closes) can be shortened, conventionally, the required response time T at the time of high rotation of the internal combustion engine is reduced by the solenoid. The drive voltage is set to a high value.

[Problems to be Solved by the Invention] However, when the driving voltage of the solenoid is set to be high as described above, the required response time T of the intake control valve at the time of high rotation of the internal combustion engine can be satisfied, but at the time of low rotation of the internal combustion engine. In addition, there is a problem that the opening / closing speed of the intake control valve becomes unnecessarily high and power is wasted.

That is, as shown in FIG. 4, the power consumption required for opening and closing the intake control valve is inversely proportional to the square of the actual response time To of the intake control valve, and the power consumption increases as the actual response time To is shortened. Therefore, if the actual response time To of the intake control valve at the time of low rotation of the internal combustion engine is set to be the same as that at the time of high rotation as described above, power is wasted, and in the vehicle, it is necessary to secure this power. In addition, the amount of power generated by the internal combustion engine must be increased, resulting in a problem that fuel efficiency deteriorates.

Further, if a high voltage is always applied to the solenoid that generates the magnetic force, the amount of heat generated in the drive system increases, and there is a problem that the drive system is likely to fail.

Accordingly, the present invention provides an air intake control device that opens and closes an intake control valve using magnetic force as described above, thereby conserving power by opening and closing the intake control valve by minimizing the amount of power consumed. The purpose is to reduce the amount of heat generated in the drive system and improve the reliability of the device.

[Means for Solving the Problems] That is, the present invention made to achieve the above object is provided for each intake passage communicating with each cylinder of an internal combustion engine, as illustrated in FIG.
A valve body that opens and closes each of the intake passages, a valve body driving means that has a rotor connected to the valve body, and rotationally drives the rotor using magnetic force; A drive voltage applying means for applying a drive voltage for generating the magnetic force; and a drive voltage applied by the voltage application means to the valve body drive means, wherein the drive speed is low in accordance with the rotation speed of the internal combustion engine. And a drive voltage control means for controlling the intake voltage so as to become lower as much as possible.

[Operation] In the intake control device of the present invention configured as described above,
The valve element driving means receives a driving voltage from the driving voltage applying means, generates a magnetic force, and rotates or rotates the rotor by the magnetic force to rotate or swing the valve element, thereby causing each cylinder of the internal combustion engine to rotate. Open / close each intake passage. The drive voltage applied by the drive voltage application means to the valve body drive means is:
The drive voltage means controls the rotation speed of the internal combustion engine to be lower as the rotation speed is lower.

Therefore, when the internal combustion engine is rotating at a high speed, a high voltage is applied to the valve body driving means, and as the rotation speed of the internal combustion engine decreases, the driving voltage of the valve body driving means decreases. Therefore, the valve body operates at a response speed corresponding to the rotation speed of the internal combustion engine, and particularly when the internal combustion engine is running at a low speed, the power consumption for driving the valve body decreases.

Example An example of the present invention will be described below with reference to the drawings.

First, FIG. 5 is a schematic configuration diagram showing a control system of an internal combustion engine according to an embodiment to which the present invention is applied.

As shown in FIG. 1, the system includes an intake control device 3 disposed in an intake system 1 a downstream of a throttle valve 2 operated by a four-cylinder internal combustion engine (hereinafter simply referred to as an engine) 1. And an electronic control unit (hereinafter simply referred to as ECU) 4 for driving and controlling these.

The engine 1 has four cylinders 5, 6, 7, and 8, and each cylinder 5
8 are provided with intake valves 9, 10, 11, 12 which are opened and closed by high-speed compatible cams, and further provided with exhaust valves 13, 14, 15, 16. Intake ports 17, 18, 19, and 20 branching from the intake system 1a and communicating with the cylinders 5 to 8, respectively, are provided with intake control valves 21, 22, 23, and 24, respectively. The valves 24 are driven to open and close by actuators 25, 26, 27, 28 as valve driving means, respectively. Here, the intake control valves 21 to 24 are driven to open and close by the control of the ECU 4 so that the valve overlap period is reduced substantially as the engine speed NE decreases, independently of the opening and closing of the intake valves 9 to 12. You. That is, when the engine 1 using the high-speed compatible cam is operated at a rotation speed higher than the reference rotation speed capable of outputting the maximum torque, the intake control valve 21
24 are kept open for substantially the same period as the opening periods of the intake valves 9-12, or are kept open for the entire period. On the other hand, when the engine 1 is operated at a rotation speed equal to or lower than the reference rotation speed, the intake control valves 21 to 24 are opened and closed so as to have a predetermined valve overlap period so as to be shortened according to the rotation speed. Is performed.

A crank angle sensor 29a that outputs a pulse signal when the piston (not shown) of each of the cylinders 5 to 8 is located at the top dead center (TDC) as the detector, and outputs a pulse signal at every predetermined crank angle. Rotational speed sensor 29b and knock sensor 29 for detecting occurrence of knocking of engine 1.
c.

The signals from the sensors are input to the ECU 4, which controls the engine 1.

The ECU 4 is configured as a logical operation circuit centered on the CPU 4a, ROM 4b, and RAM 4c, is connected to the input / output unit 4e via the common bus 4d, and performs input / output with the outside. The detection signals of the sensors are input from the input / output unit 4e to the CPU 4a. On the other hand, CPU4a
Outputs a control signal for opening and closing the intake control valves 21 to 24 to the actuators 25 to 28 via the input / output unit 4e, and a drive voltage application unit provided in the input / output unit 4e, which will be described later. The drive voltage supplied to each of the actuators 25 to 28 via the drive voltage supply circuit 60 is set to the rotational speed NE of the engine 1.
Is variably controlled according to.

Since the structures of the intake control valves 21 to 24 and the corresponding actuators 25 to 28 are all the same, the intake control valve 21 and the actuator 25 will be described below as an example.

As shown in FIG. 6, the intake control valve 21
The shaft 31 is provided perpendicularly to the air-fuel mixture flow direction of the intake port 17 and partially cut off in a semicircular cross section.
And bearings 33 and 35 for supporting the shaft 31 and a disc-shaped member which is fixed to a notch of the shaft 31 with bolts 37 and 39 and can swing around the shaft 31 in the intake port 17. And a movable plate 41. In addition, A in FIG.
As shown in FIG. 7, which is an enlarged sectional view taken along line A of FIG.
Has a diameter larger than the inner diameter of the intake port 17,
On the inner wall of the intake port 17, the rotating surface 3 of the outer periphery 41a of the movable valve 41 is provided.
Contrary to 01, a concave portion 303 having a clearance 302 of several μm to several hundred μm is formed with a width of the dimension α or more, and the movable valve 41 folds down on the inner wall of the intake port 17 and can swing in a non-contact manner. It has been made like that. The clearance 302
The material of the movable valve 41 is made to be harder than the material of the intake port 17, and by rubbing before use, several μm to
It is a delicate system such as several hundred μm.

On the other hand, the actuator 25 is a so-called PM type stepping motor, and as shown in FIG. 6 and FIG. 8 which is a cross-sectional view taken along the line BB of FIG. Inside, a shaft 45 connected to the shaft 31 and a shaft 2 fixed around the shaft 45 are provided.
And a permanent magnet 47 magnetized to the poles,
On the inner wall of 43, two-phase, four-pole coils 51, 52, 53, 54 are arranged so as to surround the permanent magnet 47. Specifically, the one-phase coils 51 and 52 are in the air-fuel mixture flow direction of the intake port 17, and
The coils 53 and 54 of the other phases are arranged in a direction perpendicular to the arrangement direction of the coils 51 and 52, respectively, and surround the permanent magnet 47. Each of the coils 51 to 54 has a monofilar winding configuration in which one enamel wire is wound around bobbins 51a, 52a, 53a, and 54a fixed to the inner wall of the casing 43 with bolts 57 and the like.

The control system of the actuator 25 thus configured is
This is shown in the circuit diagram of FIG.

As shown in the figure, resistors R1 and R
2, R3, R4 and capacitors C1, C2, C3, C4, respectively, are connected to one-phase coils 51, 52, which are opposed to each other, via a switching circuit 25a switched by a control signal output from the ECU 4. The excitation is switched between the coils 53 and 54 of the three phases.

Also, the actuator 25 is connected to the bus line 4d
A latch circuit 62 for latching a digital voltage command value input through the D / A converter 64, a D / A converter 64 for converting the latched voltage command value into an analog voltage, and an output voltage from the D / A converter 64. To one terminal, the drive voltage supplied to the actuator 25 to the + terminal, and a comparator 66 that generates a signal corresponding to the voltage difference, and receives the output from the comparator 66 via the resistor R0, Power for controlling the drive voltage supplied from the battery 70 to the actuator 25 so that the output from the comparator 66 becomes 0, that is, the drive voltage supplied to the actuator 25 becomes the command voltage output from the D / A converter 64 Power is supplied from a drive voltage supply circuit 60 composed of the transistor TR0 and the transistors TR0 to excite the coils 51, 52 and 53, 54 of each phase. The drive voltage supply circuit 60 is provided in the input unit 4e of the ECU 4 as described above.

Next, the operation of the intake control valve 21 and the actuator 25 configured as described above will be described.

According to the control signal from the ECU 4, the switching circuit 25a
When the position is switched to the position for exciting the first and second coils 52, the magnetic flux flows from the coil 51 to the coil 52 (or from the coil 52 to the coil 51), and the permanent magnet 47 is moved in a predetermined direction determined by its magnetic pole (the ninth direction).
(In the direction of arrow C in the figure), and the permanent magnet 47
The movable plate 41 connected via the shafts 31 and 45 also swings at the same time. Thereafter, the permanent magnet 47 stops swinging in the stable direction determined by the coils 51 and 52, and the movable plate 41
In the mixture flow direction. Thus, the intake port
17 is released.

On the other hand, according to the control signal from the ECU 4, the switching circuit 25a
When the position is switched to the position where the coils 53 and 54 are excited, the movable plate 41 stops swinging in a stable direction determined by the coils 53 and 54 and is directed in the radial direction of the intake port 17, and the intake port 17 is closed. . When the intake port 17 is closed, the outer periphery 41a of the movable plate 41 is located in the concave portion 303. However, even when the movable plate 41 is bound when the movable plate 41 is closed, the concave portion 303 has a width larger than the bounding amount. Then movable plate 41
The outer periphery 41a of the movable plate 41 is always controlled in the concave portion.
As long as is positioned in the recess, the intake port 17 can be reliably closed.

Returning again to FIG. 6, the bearing 33 of the intake control valve 21 already described
A valve opening sensor 59 for detecting the position of the movable plate 41
Is provided. The detection signal of the valve opening degree sensor 59 is input to the ECU 4 and used for various kinds of intake control.

Next, the intake control process executed by the ECU 4 will be described based on the flowchart of FIG. Note that this intake control process
It is started when the ECU 4 is started.

As shown in FIG.
At 0, the current engine speed NE is read. In the following step 110, it is determined whether or not the read engine rotational speed NE is equal to or lower than the reference rotational speed 4500 [rpm], and if an affirmative determination is made, the process proceeds to step 120; move on. Here, the value of the reference rotation speed is a rotation speed at which the high-speed compatible cam used in the engine 1 can achieve the maximum filling efficiency, and is a value that is changed according to engine specifications and the like.

Next, in step 120, which is executed when it is determined that the engine speed NE is 4500 [rpm] or less, a valve overlap period is calculated from the engine speed NE based on the map shown in FIG. At 130, the map shown in FIG. 12 is set in advance so as to satisfy the diagram showing the engine speed NE and the required response time T shown in FIG. Using,
A request response time T corresponding to the engine speed NE is calculated. In the subsequent step 140, when opening the intake control valves 21 to 24, the valve overlap period is determined using the request response time T determined in step 130 so that the valve overlap period determined in step 120 can be realized. to correct. Further, in the subsequent step 150, in order to realize the required response time T of the intake control valve obtained in step 130, it is set in advance based on the relationship between the actual response time To and the drive voltage shown in FIG. 3 described above. The driving voltage applied to the actuators 25 to 28 is calculated using the map of FIG.

On the other hand, in step 160, which is executed when it is determined in step 100 that the engine rotation speed NE is higher than the reference rotation speed 4500 [rpm], a process of fixing the valve overlap period to a constant value of 22.5 ° is performed. . When this process is executed, a high voltage that can open and close the intake control valves 21 to 24 at high speed is set as the drive voltage supplied to the actuators 25 to 28. The value of 22.5 ° of the valve overlap period is a value at which the high-speed compatible cam can achieve the maximum filling efficiency, and generally differs depending on the specifications of the engine.

As described above, when the valve overlap period and the drive voltage of the actuators 25 to 28 are calculated, the process proceeds to step 170, and the actuator is controlled to control the valve overlap period of each cylinder to the value obtained above. Output timing of control signal to be sent to 25-28 (that is, opening / closing timing of intake control valve)
Is output to the input / output unit 4e, and a voltage command value for controlling the drive voltage of the actuators 25 to 28 to the obtained value is output to the drive voltage supply circuit 60 in the input / output unit 4e. Execute the control signal output process and repeat Step 100
Move to

Next, an example of the above control will be described with reference to the timing chart of FIG. The ECU 4 has five cylinders 5
８8, crank angle sensor 29a and rotation speed sensor 29b
The first crank angle corresponding to the valve closing timing of the exhaust valves 13 to 16 is estimated based on the detection signal from
From the first crank angle, as described above, a second crank angle advanced by the crank angle determined to be suitable for the predetermined valve overlap period is calculated, and at the second crank angle, the closed crank angle is calculated. The control signal is switched from a high level to a low level so as to open the intake control valves 21 to 24 that have been operated. On the other hand, the ECU 4 estimates the third crank angle corresponding to the closing timing of the intake valves 9 to 12 for each of the cylinders 5 to 8 based on the detection signals from the crank angle sensor 29a and the rotation speed sensor 29b. Then, at the third crank angle, the control signal is switched from the low level to the high level so that the opened intake control valves 21 to 24 are closed.

Therefore, the engine speed NE becomes 4500 [r.
pm] or less, as shown in FIG.
The intake control valves 21 to 24 are opened later than the opening timing of the intake valves 9 to 12, and the intake valves 9 to 12 are opened.
It closes at about the same time as the valve closing time of 12. When the air-fuel mixture blows back greatly, the intake valves 9 to 12 close earlier than the closing timing, as shown by the broken line in FIG.

In this embodiment, the valve closing timing is controlled to control the valve closing timing when the air-fuel mixture blows back. However, in the state where the air-fuel mixture blows back, the valve closing timing is controlled by the intake valves 9 to 12. The valve closing timing may be the same, and the valve closing timing may be controlled to close earlier than the valve closing timing of the intake valves 9 to 12. Also, the current rotation speed is the reference rotation speed.
When the rotation speed exceeds 4500 [rpm], the intake control valves 21 to 24 are opened and closed at substantially the same time as the opening and closing timings of the intake valves 9 to 12, thereby setting the valve overlap period to 22.5 °. However, the intake control valves 21 to 24 may always be kept open.

As described in detail above, the intake control device 3 of the present embodiment is provided with the disk-shaped movable plate 41 in the intake port 17 so as to be perpendicular to the flow direction of the air-fuel mixture, and the actuators 25 to 28
Since the movable plate 41 is swung by the rotational movement of the intake port 17 to open and close the intake port 17 in a non-contact manner, generation of noise can be prevented, and the durability can be improved. Further, since the linear motion of the actuator is not converted into another direction by a mechanical mechanism to open and close the valve, the valve body does not need to be complicated, and the structure is simple. Further, with the above effects, even when the engine is operated at a rotation speed equal to or lower than the reference rotation speed, the valve overlap period can be set optimally,
It is possible to improve the filling efficiency and the torque characteristics. Further, since a so-called Miller cycle (Atkinson Cycle) can be realized, pump loss in the intake stroke of the engine can be reduced, knocking can be suppressed due to a decrease in compression temperature, and performance such as thermal efficiency of the engine can be improved. still,
Since the compression ratio can be reduced, the startability can be improved.

On the other hand, in the present embodiment, the opening and closing speed of the intake control valves 21 to 24 can be reduced as the engine speed NE is lower, and this opening and closing speed is closely related to the drive voltage applied to the actuators 25 to 28. Using that, the engine speed
From NE, a required response time T capable of favorably realizing opening / closing control of the intake control valves 21 to 24 is obtained, and the drive voltage of the actuators 21 to 24 is set from the required response time T. As a result, the driving voltage of the engine in a low rotation range can be reduced, and significant power saving can be achieved without impairing the control accuracy of the intake control valves 21 to 24. Further, since the power consumption of the battery 70 can be reduced, the load on the engine 1 that drives the alternator that charges the battery 70 can be reduced, and the effect of improving the torque characteristics obtained by the intake control device can be reduced. It is possible to further enhance the fuel efficiency improvement effect obtained by improving the thermal efficiency. The bounding amount of the intake control valves 21 to 24 increases as the opening / closing speed of the intake control valves 21 to 24 increases, but when the engine is running at a low speed, the driving voltage decreases and the opening / closing speed decreases. The bounding amount in the region can be significantly reduced, and the controllability is improved. Further, since the drive voltage applied to the actuator can be further reduced, the amount of heat generated by the actuator can be suppressed, the life of the actuator can be extended, and the reliability can be improved.

Here, in the above embodiment, the drive voltage of the actuators 25 to 28 is controlled according to the required response time T of the intake control valves 21 to 24 calculated based on the engine rotation speed NE. The relationship between the response time To and the drive voltage of the actuators 25 to 28 may change due to the aging of the drive system or the like.
With only the open loop control based on NE, it is conceivable that the opening / closing control of the intake control valves 25 to 28 cannot be satisfactorily executed in response to the change over time.

Therefore, in order to always perform the intake control accurately with respect to such a temporal change, for example, as shown in FIG. 15, after performing the output processing of the control signal in the aforementioned step 170, the intake control valve Measure the time (actual response time) To required to actually open the valves 25 to 28 (step 18).
0), it is determined whether the measurement result deviates from the request response time T obtained in step 130 by a predetermined value α or more (step 190), and the actual response time To deviates from the request response time T by a predetermined value α or more. In such a case, the drive voltage value for the current engine speed NE in the drive voltage calculation map may be corrected (step 210, step 220).

The correction of the drive voltage value is performed as shown in FIG.
It is determined whether the actual response time To is smaller than the required response time T. If the actual response time To is smaller than the required response time T, the intake control valves 21 to 25 open and close faster than necessary. Therefore, the drive voltage value is reduced in step 210, and conversely, if the actual response time To is equal to or longer than the required response time T, the opening and closing of the intake control valves 21 to 25 is too slow.
The procedure may be such that the drive voltage value is increased at 220. Actual response time To performed in step 180
For example, as shown in FIG. 16, the intake control valves 21 to
Based on the output signal from the valve opening sensor 59 for detecting the opening of the valve 25, after the valve opening command of the intake control valves 21 to 25 is issued, the opening control of the intake control valves 21 to 25 becomes 90% of the opening. The time may be detected.

Next, in the above embodiment, the drive voltage applied to the actuators 25 to 28 is calculated from the required response time T of the intake control valves 21 to 24 obtained based on the engine rotation speed NE. Alternatively, it may be obtained directly from the engine speed NE.

[Effects of the Invention] As described above in detail, according to the intake control apparatus for an internal combustion engine of the present invention, the drive voltage of the valve body driving means for driving the valve body is
As the rotation speed is changed to a lower value in accordance with the rotation speed of the internal combustion engine, significant power saving can be achieved without impairing the accuracy of the intake control. In addition, since the power consumption of the power supply device that supplies the drive voltage can be reduced, the torque characteristic of the internal combustion engine obtained by the intake control device in a device that charges the power supply device by rotating the internal combustion engine, such as a vehicle, can be obtained. And the fuel efficiency improvement effect obtained by improving the thermal efficiency of the internal combustion engine can be further enhanced. In addition, when opening and closing the valve rapidly, the valve easily swings near the valve opening or closing position,
Sometimes it takes time to fix the valve body at the valve opening or valve closing position.However, in the present invention, the driving voltage is reduced at low engine speed, and the opening and closing speed is reduced. Controllability can be greatly improved. Further, since the driving voltage applied to the valve body driving means can be further reduced,
The amount of heat generated from the valve element driving means can be suppressed, the life of the valve element driving means can be extended, and the reliability of the device can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating the configuration of the present invention, FIG. 2 is a diagram showing a relationship between a rotational speed of an internal combustion engine and a required response time of an intake control valve, and FIG. 3 is an actuator for opening and closing the intake control valve. FIG. 4 is a diagram showing a relationship between a drive voltage and a response time of an intake control valve, FIG. 4 is a diagram showing a relationship between a response time of the intake control valve and power consumption, and FIG. 5 is a control system for an internal combustion engine according to the embodiment; FIG. 6 is a schematic configuration diagram showing the entire configuration, FIG. 6 is a longitudinal sectional view showing the configuration of an intake control valve and an actuator, and FIG.
8 is an enlarged sectional view taken along line AA of FIG. 8, FIG. 8 is a sectional view taken along line BB of FIG. 6, FIG. 9 is an electric circuit diagram showing a control system of the actuator, and FIG. FIG. 11 is a flow chart showing an intake control process, FIG. 11 is a diagram showing a map for calculating a valve overlap period used for the control, and FIG.
FIG. 12 is an explanatory diagram showing a map for calculating a required response time of an intake control valve used for the control, FIG. 13 is an explanatory diagram showing a map for calculating a drive voltage of an actuator also used for the control, and FIG. FIG. 14 is a timing chart showing the state of intake control, FIG. 15 is a flowchart showing another example of intake control processing, and FIG. 16 shows a method of measuring the actual response speed of the intake control valve in the intake control processing of FIG. FIG. 1 ... Engine 3 ... Intake control device 4 ... Electronic control device (ECU) 17,18,19,20 ... Intake port 21,22,23,24 ... Intake control valve 25,26,27,28 … Actuator 31… Shaft, 41… Movable plate, 47… Permanent magnets 51, 52, 53, 54… Coil 60… Drive voltage supply circuit, 70… Battery

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 45/00 395 F02D 45/00 395A (72) Inventor Hideki Obayashi 1-1-1, Showa-cho, Kariya-shi, Aichi Japan Japan Denso Co., Ltd. (72) Inventor Toshikazu Ina 14, Iwatani, Shimowasumi-cho, Nishio-shi, Aichi Japan Auto Parts Research Institute, Ltd.

Claims (1)

(57) [Claims] A valve is provided for each intake passage communicating with each cylinder of an internal combustion engine and opens and closes each intake passage, and a rotor connected to the valve is provided. Valve body driving means for rotationally driving by using force; drive voltage applying means for applying a driving voltage for generating the magnetic force to the valve body driving means; and And a drive voltage control means for controlling the drive voltage applied to the control unit to be lower as the rotation speed is lower according to the rotation speed of the internal combustion engine.