JPH09287423A - Electromagnetically driving type internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently avoid knocking by providing with a plurality of intake valves for opening by electromagnetic force, and controlling a device so as to apply electromagnetic force on only a part of the intake valve in the case where necessity for reducing a filling efficiency is generated by knocking and the like while operating an internal combustion engine. SOLUTION: In a solenoid valve used as an intake valve and an exhaust valve, current flows to an upper coil 85 and a lower coil 87 alternately so as to drive the valve element 80 in an opening/closing direction alternately. In an engine ECU, the opening/closing timing of the solenoid valve is decided on the basis of the signal from various kinds of sensors, current carrying of the upper coil 85 and the lower coil 87 is controlled by a driving control circuit 77d. In an electromagnetically driving type internal combustion engine, in the case where necessity for reducing a filling efficiency at the time of detection of knocking and the like is detected, only a part of intake valve in a plurality of intake valves is driven. It is thus possible to avoid knocking and also to curtail power consumption.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electromagnetically driven internal combustion engine including at least a plurality of intake valves driven by electromagnetic force, and more specifically, control of intake charging efficiency in such an electromagnetically driven internal combustion engine. Regarding

[0002]

2. Description of the Related Art In an internal combustion engine, when the pressure of an unburned portion rapidly increases during flame propagation, the unburned portion burns at once without waiting for the flame to propagate. A shock wave is generated by such a rise in pressure, and a phenomenon (knocking) occurs in which an abnormal noise is generated. Such knocking has a close relationship with the ignition timing, and when the ignition timing is advanced, the maximum combustion pressure increases and knocking easily occurs. Therefore, a knock sensor that detects knocking as vibration is attached to the cylinder block, the presence or absence of knocking is determined based on the output, and the knocking control that controls the ignition timing to a position very close to that of the engine does not reach the knocking limit of the engine. May be implemented as part of ignition timing control. By this knocking control, engine efficiency and output performance are improved.

However, delaying the ignition timing in this manner leads to deterioration of fuel efficiency and is not preferable. Therefore, Japanese Patent Laid-Open No. 59-93939 discloses a technique capable of performing knock control without depending on the ignition timing. That is, the technique disclosed in the publication focuses on the fact that the effective compression ratio changes when the position after the intake bottom dead center when the intake valve is closed is changed, and when knocking is detected by the knock sensor, the camshaft is detected. The knocking is avoided by changing the phase with respect to the crankshaft to reduce the effective compression ratio and, as a result, reducing the charging efficiency.

[0004]

The knocking control of the above publication is made possible by the practical use of the variable mechanism of the valve train. That is, conventionally, as an intake / exhaust valve of an internal combustion engine, a valve that is opened / closed by a cam shaft driven based on rotation of a crank shaft is generally used, but from the viewpoint of improving the performance of the internal combustion engine. In order to achieve the optimum valve opening / closing timing according to the operating condition, various valve operating system variable mechanisms are being put to practical use, and continuous variable system including two-stage switching system (ON / OFF control system) Things are also being developed. These variable mechanisms include those that shift the rotation phase of the camshaft and those that have a plurality of cam profiles on the camshaft. The use of such a variable valve timing mechanism is a prerequisite for realizing the knocking control of the above publication. As described above, changing the phase of the cam shaft with respect to the crank shaft is mechanically performed, and thus there is a problem in that power is required for such knocking control.

On the other hand, in recent years, in the intake / exhaust valve driven by the cam shaft as described above, it is not possible to independently and arbitrarily set the valve lift (valve lift), the valve opening period and the valve opening / closing timing. Therefore, in order to meet the demand for higher performance of internal combustion engines, research on electromagnetically driven valve trains that can set those parameters to ideal values according to operating conditions has become active. There is. Therefore, it is preferable to realize the knocking control that overcomes the problem of the conventional technique that requires power by using the electromagnetically driven valve operating system having such a great degree of freedom of control.

In view of the above situation, an object of the present invention is to provide an intake valve in an electromagnetically driven internal combustion engine having an intake valve driven by an electromagnetic force, when knocking is detected or when it is necessary to reduce the charging efficiency. Based on the opening / closing control of (1), it is to establish a control method that can achieve reduction of the charging efficiency, which is the original purpose, and at the same time reduction of electromagnetic actuator drive power.

[0007]

An electromagnetic drive type internal combustion engine according to the present invention devised to achieve the above object includes a plurality of intake valves which are opened by an electromagnetic force generated by a coil, and an internal combustion engine. When it is detected that the charging efficiency needs to be reduced during the operation of the engine and that the charging efficiency needs to be reduced by the detecting means, the plurality of intake valves are opened when the intake valve is opened. Intake valve control means for applying an electromagnetic force only to some of the intake valves,
It is characterized by including.

Further, according to the present invention, in such an electromagnetically driven internal combustion engine, a plurality of exhaust valves which are opened by an electromagnetic force generated by a coil, the plurality of intake valves and the plurality of exhaust valves. When the electromagnetic force is applied only to the ignition plug arranged in the center of the intake valve and some of the plurality of intake valves at the time of opening the intake valve, when the exhaust valve is opened, the ignition plug is centered around the ignition plug. It is preferable to further include exhaust valve control means that does not apply electromagnetic force to at least one exhaust valve other than the partial intake valves and the exhaust valve at the target position.

In the electromagnetically driven internal combustion engine constructed as described above, when it is detected that it is necessary to reduce the charging efficiency, such as when knocking is detected or when the catalyst bed temperature excessive rise is detected, a plurality of By only driving some of the intake valves, the charging efficiency is reduced and
Power consumption can be reduced. Further, if the intake / exhaust valve at the target position is driven around the spark plug, the air-fuel mixture is always formed around the spark plug, and uneven combustion does not occur.

[0010]

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

FIG. 1 is an overall schematic view of an electromagnetically driven internal combustion engine according to an embodiment of the present invention. Air required for combustion of the engine is filtered by an air cleaner 2 and passes through a throttle body 4 to a surge tank (intake manifold).
At 6, it is distributed to the intake pipe 7 of each cylinder. The intake air flow rate is adjusted by a throttle valve 5 provided on the throttle body 4 and the air flow meter 40
Is measured by The intake air temperature is detected by an intake air temperature sensor 43.

The opening of the throttle valve 5 is detected by the throttle opening sensor 42. When the throttle valve 5 is in the fully closed state, the idle switch 52 is turned on, and the throttle fully closed signal output from the idle switch 52 becomes active.

On the other hand, the fuel stored in the fuel tank 10 is pumped up by the fuel pump 11, and the fuel pipe 12
Then, the fuel is injected into the intake pipe 7 by the fuel injection valve 60.

In the intake pipe 7, air and fuel are mixed,
The air-fuel mixture is sucked into a combustion chamber 21 of an engine body, that is, a cylinder 20 via an intake valve 24. In the combustion chamber 21, the air-fuel mixture is compressed by the piston 23 and then ignited to explode and burn to generate power.
Such ignition is performed by applying a voltage to the spark plug 65 by an ignition control device (not shown). It should be noted that the ignition timing is determined by detecting a crank position using a crank angle sensor (composed of a rotary rotor having a notch and a position sensor for detecting the notch) 51 provided on a crankshaft (not shown), The ignition timing is appropriate.

The actual vehicle speed is detected by a vehicle speed sensor 53 which produces an output pulse representing the vehicle speed. The engine 20 is cooled by cooling water guided to the cooling water passage 22, and the temperature of the cooling water is detected by a water temperature sensor 44. A knock sensor 59 that detects knocking as vibration is attached to the cylinder block.

The burned air-fuel mixture is discharged as exhaust gas to the exhaust manifold 30 via the exhaust valve 26, and is then guided to the exhaust pipe 34. The exhaust pipe 34 is provided with an O ₂ sensor 45 for detecting the oxygen concentration in the exhaust gas. Further, a catalytic converter 38 is provided in the exhaust system downstream thereof, and the catalytic converter 38 has
A three-way catalyst that simultaneously promotes oxidation of unburned components (HC, CO) and reduction of nitrogen oxides (NO _x ) in the exhaust gas is accommodated. The exhaust gas thus purified by the catalytic converter 38 is discharged into the atmosphere.

Engine electronic control unit (engine EC
U) 70 is a microcomputer system for executing fuel injection control, ignition timing control, valve timing control, etc., and its hardware configuration is shown in the block diagram of FIG. According to a program and various maps stored in a read only memory (ROM) 73, a central processing unit (CPU) 71 inputs signals from various sensors and switches via an A / D conversion circuit 75 or an input interface circuit 76. Then, arithmetic processing is executed based on the input signal, and the drive control circuit 77a,
It outputs various actuator control signals via 77d. The random access memory (RAM) 74 is used as a temporary data storage place in the operation / control processing. The backup RAM 79 is supplied with power by being directly connected to a battery (not shown), and stores data (for example, various learning values) to be held even when the ignition switch is off. Used for These components in the ECU are connected by a system bus 72 including an address bus, a data bus, and a control bus.

The knock discrimination circuit 78 in FIG. 2 is a bandpass filter that passes only a signal in a frequency band near 7 kHz from the output from the knock sensor 59, a rectifying circuit that half-wave rectifies the output of the bandpass filter, and its rectification. An integration circuit that integrates the output of the circuit to create a comparison reference value signal,
And a comparator (not shown) that compares the output of the rectifier circuit with the output of the integration circuit, and outputs a knocking detection signal when a vibration with a certain amplitude or more is detected.

The engine control process of the ECU 70 executed in the internal combustion engine (engine) having the above hardware configuration will be described below.

The fuel injection control is basically performed by the engine 1.
Based on the amount of intake air per revolution, a fuel injection amount that achieves a predetermined target air-fuel ratio, that is, an injection time by the fuel injection valve 60 is calculated, and drive control is performed to inject fuel when a predetermined crank angle is reached. The fuel injection valve 60 is controlled via the circuit 77a. The amount of intake air per one revolution of the engine is calculated from the intake air flow rate measured by the air flow meter 40 and the engine rotation speed obtained from the crank angle sensor 51. Then, air applied when the fuel injection amount calculation is based on the signal from the basic correction, O ₂ sensor 45 based on signals from various sensors such as the throttle opening sensor 42, intake air temperature sensor 43, water temperature sensor 44 Fuel ratio feedback correction, air-fuel ratio learning correction for making the median of the feedback correction value the stoichiometric air-fuel ratio, and the like are added.

In the ignition timing control, the state of the engine is comprehensively judged by the engine speed obtained from the crank angle sensor 51, the intake air flow rate obtained from the air flow meter 40, and signals from other sensors. Determine the optimal ignition timing.

The valve timing control according to the present invention will be described in detail below. FIG. 3 is a vertical cross-sectional view showing electromagnetic valves used as the intake valve 24 and the exhaust valve 26.
The valve body 80 shown in the figure has a valve head (valve head: valv
e head, also referred to as “valve sedge”) 81 and a valve shaft 82, and a valve face 81a of the valve head 81 is
The intake / exhaust port 96 is opened and closed by seating on or off a valve seat (valve seat) 97 provided in the intake / exhaust port 96 of the internal combustion engine.
The valve shaft 82 of the valve body 80 is held by the valve guide 98 so as to be slidable in the axial direction. Further, the valve shaft 82 has
Plunger 83 is fixed.

The plunger 83 is a disk-shaped member made of a soft magnetic material. Above the plunger 83, an upper core (upper core) 84 is provided at a predetermined distance, while below the plunger 83, a lower core (86) is also provided at a predetermined distance. I have. The upper core 84 and the lower core 86 are made of a soft magnetic material, and a case 90 made of a non-magnetic material.
Are maintained in a predetermined positional relationship. The upper core 84 holds an upper coil 85, and the lower core 86 holds a lower coil.
87 is gripped.

The valve shaft 82 has an upper spring (upp).
er spring 88 and lower spring 89
Thereby, it is elastically supported in the axial direction. The upper spring 88 and the lower spring 89 are balanced so that the position (neutral position) of the plunger 83 when the power is not supplied to the upper coil 85 and the lower coil 87 is at an intermediate position between the upper core 84 and the lower core 86. Have been. When the plunger 83 is in the neutral position, the valve body 80 is set at an intermediate position between the fully open side displacement end and the fully closed side displacement end.

With this structure, a magnetic circuit including the upper core 84, the plunger 83, and the air gap formed between them is formed around the upper coil 85. Therefore, when a current flows through the upper coil 85, the magnetic flux recirculates in the magnetic circuit, and an electromagnetic force is generated in a direction to reduce the air gap, that is, a direction to displace the plunger 83 upward. On the other hand, a magnetic circuit composed of the lower core 86, the plunger 83, and the air gap formed therebetween is formed around the lower coil 87. Therefore, when a current flows through the lower coil 87, an electromagnetic force is generated in a direction for displacing the plunger 83 downward from the same principle.

Thus, by alternately passing a current through the upper coil 85 and the lower coil 87, the plunger 83
Can be reciprocated up and down, that is, the valve body 80 can be alternately driven in the opening and closing directions. Engine E
The CU 70 determines the opening / closing timing of the solenoid valve based on signals from various sensors, and the drive control circuit 77d
The solenoid valve is driven by controlling the energization (power supply) from the power source 95 to the upper coil 85 and the lower coil 87.

A plurality of curves shown by solid lines in FIG. 4 indicate the relationship between the position of the plunger 83 (where the position in contact with the upper core 84 is zero) and the electromagnetic force (attracting force) exerted on the plunger 83 by the electromagnet associated with the upper core 84. Is a value of the current flowing through the upper coil 85 as a parameter. As shown by these curves, the electromagnetic force (attraction force) acting on the plunger sharply increases as the valve body 80 approaches the fully closed side displacement end. On the other hand, the straight line shown by the broken line in FIG. 4 is the same as the position of the plunger 83 and the upper spring 88 and the lower spring 89.
And the urging force (lower core 86 side) exerted on the lower core 86. As can be seen from this straight line, the urging force only increases linearly even when the valve body 80 approaches the fully closed displacement end. The electromagnetic force generated by the electromagnets related to the lower core 86 is also the same as that shown in FIG. 4, and merely changes the fully closed position to the fully opened position. Therefore, as the position approaches the fully open position or the fully closed position, an electromagnetic force exceeding the urging force can be obtained with a smaller current than in the neutral position. An electromagnetic valve driving method that takes into account such characteristics of electromagnetic force and biasing force will be described below.

FIG. 5 is a time chart showing the valve lift (A), the upper coil current (B), and the lower coil current (C). In the fully closed state, as shown in FIG. 4B, the minimum current required to attract and hold the plunger 83 to the upper core 84 (hereinafter referred to as a holding current).
Flows through the upper coil 85. When the valve is to be opened, first, the supply of the holding current is stopped. Then, the valve body 80 moves in the fully opening direction by the simple vibration (free vibration) of the spring-mass system, but due to the friction loss between the valve shaft 82 and the valve guide 98, the internal friction loss of the spring itself, and the like. Since the amplitude of the valve body 80 is attenuated with respect to the ideal state, the lower coil 87 has a certain timing.
Is supplied with current. The current can be divided into three currents, an attraction current, a transition current, and a holding current, as shown in FIG.

That is, first, an attracting current for moving the plunger 83 is supplied. Next, as shown in FIG.
In consideration of the characteristics of (1), a transition current that decreases at a certain temporal change rate is applied so that the plunger 83 is attracted while the electromagnetic force (attraction force) is weakened. Then, after the plunger 83 is sucked, the minimum necessary current for holding the valve body 80 by suction, that is, a holding current, is supplied. Similarly, when trying to close the valve from the fully open state,
The supply of the holding current to the lower coil 87 is stopped, and the supply of the attraction current, the transition current, and the holding current to the upper coil 85 is sequentially performed.

Therefore, as shown in FIG. 5A, based on the valve lift, the valve opening transition region a, the fully opening region b,
When the operating state of the solenoid valve is divided into each region of the valve closing transition region c and the fully closed region d, the average power consumption in each region is
As shown in FIG. That is, the average power consumption is high in the valve opening transition region a or the valve closing transition region c, and the average power consumption is relatively low in the fully open region b or the fully closed region d.

In the electromagnetically driven internal combustion engine, when the knocking control based on the opening / closing control of the intake valve is performed, the present invention is intended to reduce the charging efficiency and the electromagnetic actuator drive power during the control. It is intended to be compatible with the reduction of That is, also in the electromagnetically driven valve, it is possible to reduce the filling efficiency by advancing the closing timing of the intake valve, as in the conventional variable valve timing mechanism, but in that case, the driving timing of the electromagnetic valve is simply changed. Since it is only shifted, as can be seen from what has been described above with reference to FIG. 6, it is not possible to achieve a reduction in power consumption. Therefore, in the present invention, the control shown below is carried out focusing on the degree of freedom in controlling the electromagnetically driven valve.

Generally, the number of intake valves provided in each cylinder of the engine is plural. Then, for example, in the case of an engine with two intake valves, the operating range (1 valve range) by operating only 1 valve and the operating range (2 valve range) in which both valves need to be operated are: It is divided as shown in FIG. That is, it is necessary to operate both valves in a high load and high rotation speed operation region.

By the way, the region where knocking is expected to occur is the operating region where the load is high and the medium rotation speed is low, and as shown in FIG. 7, it exists in the two-valve region. And
Even if one intake valve is operated at the normal opening / closing timing and the other intake valve is kept closed, the purpose is to reduce the charging efficiency in order to prevent knocking from occurring.
It is possible to obtain the same effect as advancing the closing timing of each intake valve. And, such a one-way stop of the intake valve,
This is easily possible with a solenoid valve, and by keeping one solenoid valve in a fully closed state, power consumption can be reduced as described above with reference to FIG.

According to the present invention, when it is attempted to avoid knocking by lowering the charging efficiency when knocking is detected, based on the above-mentioned findings, the intake valve is not closed early, but one of the two intake valves is fully closed. By keeping it in the closed state, the filling efficiency is reduced and the power consumption is significantly reduced. An example of such control will be described in the case of a 4-cylinder 16-valve engine.

FIG. 8 is a flow chart showing the processing procedure of the valve opening / closing timing calculation routine. FIG. 9 is a diagram exemplifying lift states of intake and exhaust valves by such valve opening / closing timing control for each intake and exhaust valve of each cylinder. The cylinders are shown in the order of # 1 cylinder, # 3 cylinder, # 4 cylinder, and # 2 cylinder in the order of ignition. First, step 10
2, the current engine rotation speed NE is calculated based on the output of the crank angle sensor 51, and the engine load (the intake air amount per one rotation of the engine is calculated based on the NE and the intake air flow rate obtained from the air flow meter 40. ) Calculate GN. Next, at step 104, the opening timing and closing timing of the intake valve and the exhaust valve are calculated by referring to a predetermined map based on the calculated NE and GN.

Next, at step 106, the presence or absence of knocking is determined based on the output of the knock determination circuit 78. When there is no knocking, this routine is ended, while when there is knocking, the routine proceeds to step 108. In step 108, one intake valve is stopped for the first two cylinders for which the control is in time after this point.
That is, when it is determined that knocking occurs at the timing shown in FIG. 9, as shown in FIG.
Opening of the # 1 intake valve of the cylinder and the # 1 intake valve of the # 3 cylinder is suppressed.

In step 110 following step 108, for the subsequent two cylinders, one intake valve is similarly stopped and the closing timing of the other intake valve is delayed. That is, in the example of FIG. 9, for the # 4 cylinder and the # 2 cylinder, the opening of the # 1 intake valve is suppressed and the closing timing of the # 2 intake valve is delayed. The reason why the single valve of the intake valve is late-closed in this way is to prevent excessive reduction of the charging efficiency. As the valve closing timing after the delay, a timing at which the intake air does not revert, for example, about 90 ° CA before the compression top dead center may be appropriate.

In step 112 following step 110, the presence or absence of knocking is determined again, as in step 106. When it is determined that there is no knocking, it is considered that the effect of the one-valve stop operation described above was sufficient, and the intake valve is returned to a state in which both valves are operated, and this routine is ended. If it is determined that knocking has occurred, the routine proceeds to step 116. In step 116, it is considered that the above one-valve stop operation is still insufficient, and the subsequent 4
The single valve stop of the intake valve is continued until the cycle ends.
The intake valve closing timing is fixed to the value calculated in step 104. After step 116, step 1
Loop back to 06 and repeat the above processing.

By the way, when one of the two intake valves is stopped as described above, one of the two exhaust valves can be correspondingly stopped. FIG. 10 shows a modification of the intake / exhaust valve control shown in FIG. 9. When the # 1 intake valve of each cylinder is stopped, the # 1 exhaust valve is further added in the exhaust stroke related to the intake stroke. It shows how to stop. By executing the one-sided stop of the exhaust valve in response to the one-sided stop of the intake valve, the power consumption can be further reduced.

When the intake / exhaust valve stop according to FIG. 10 is carried out, four stop methods shown in FIG. 11 are conceivable as the stopping method, that is, as the method of grouping the intake / exhaust valves. A group of intake and exhaust valves that stop (those with diagonal lines) and a group of intake and exhaust valves that operate (those without diagonal lines) are arranged in parallel as shown in FIG. Compared with the case of setting, the figure (B)
It is preferable to set the stop group and the operation group so as to be located on the diagonal line as shown in FIG.
This is because the intake and exhaust valves that operate are positioned with the ignition plug interposed therebetween, the flame is uniformly propagated, and the combustion is stabilized.

On the other hand, when knocking does not subside, if either one of the intake / exhaust valve groups needs to be continuously stopped, the groups are grouped so as to be surrounded by a dotted line in FIG. , It is preferable to alternate between working groups and stop groups.
This is because, as shown in FIG. 12, the temperature of the coil rises in proportion to the power consumption, so that the temperature of each coil becomes constant and the same electromagnetic force characteristic is obtained by such alternate operation. This is because it can be obtained. After all, as shown in FIG. 6D, it can be said that the most preferable stopping method is to divide the groups into groups on a diagonal line and replace the groups to be stopped with each stop. In this way, the amount of heat generated by the coils is reduced as the driving power is reduced, and the deviation of the amount of heat generated by each coil is prevented. Furthermore, engine damage such as piston damage and plug damage due to knocking is prevented.

Although the embodiments of the present invention have been described above, of course, the present invention is not limited thereto, and it is easy for those skilled in the art to devise various embodiments. For example, in the present embodiment, the case where the charging efficiency needs to be reduced based on the detection of knocking has been described, but the same measure can be taken even when the catalyst bed temperature rises. Even in this case, engine damage such as catalyst deterioration due to excessive rise in catalyst bed temperature is prevented.

[0043]

As described above, according to the present invention,
When knocking is detected, or when it is necessary to reduce the charging efficiency, the electromagnetically driven internal combustion engine that can reduce the charging efficiency and the solenoid valve drive power at the same time based on the one-valve stop control of the intake valve Institution will be provided.

[Brief description of drawings]

FIG. 1 is an overall schematic diagram of an electromagnetically driven internal combustion engine according to an embodiment of the present invention.

FIG. 2 is a block diagram showing a hardware configuration of an engine ECU according to one embodiment of the present invention.

FIG. 3 is a longitudinal sectional view showing a configuration of an electromagnetic valve used as an intake valve and an exhaust valve.

FIG. 4 is a characteristic diagram (solid line) showing the relationship between the plunger position and the electromagnetic force (attracting force) exerted on the plunger by the upper electromagnet as a parameter (solid line), and the relationship between the plunger position and the urging force exerted by the spring on the plunger. It is a characteristic view (broken line) showing a relation.

FIG. 5 is a time chart of a valve lift (A), an upper coil current (B), and a lower coil current (C).

FIG. 6 is a valve opening transition region a, a fully opening region b, a valve closing transition region c.
3 is a bar graph showing average power consumption in each of the fully closed region d.

FIG. 7 is a diagram showing a 1-valve region, a 2-valve region, and a knocking occurrence expected region in relation to an engine speed and an engine load.

FIG. 8 is a flowchart showing a processing procedure of a valve opening / closing timing calculation routine.

FIG. 9 is a diagram exemplifying temporal changes in lift of intake / exhaust valves for each intake / exhaust valve of each cylinder in the first embodiment.

FIG. 10 is a diagram exemplifying temporal changes in lift of intake and exhaust valves for each intake and exhaust valve of each cylinder in the second embodiment.

FIG. 11 is a diagram for explaining a method of stopping the intake / exhaust valve.

FIG. 12 is a characteristic diagram showing a relationship between power consumption and coil temperature.

[Explanation of symbols]

2 ... Air cleaner 4 ... Throttle body 5 ... Throttle valve 6 ... Surge tank (intake manifold) 7 ... Intake pipe 10 ... Fuel tank 11 ... Fuel pump 12 ... Fuel pipe 20 ... Cylinder (engine body) 21 ... Combustion chamber 22 ... Cooling water Passage 23 ... Piston 24 ... Intake valve 26 ... Exhaust valve 30 ... Exhaust manifold 34 ... Exhaust pipe 38 ... Catalytic converter 40 ... Air flow meter 42 ... Throttle opening sensor 43 ... Intake temperature sensor 44 ... Water temperature sensor 45 ... O ₂ sensor 51 ... Crank angle sensor 52 ... Idle switch 53 ... Vehicle speed sensor 60 ... Fuel injection valve 65 ... Spark plug 70 ... Engine ECU 71 ... CPU 72 ... System bus 73 ... ROM 74 ... RAM 75 ... A / D conversion circuit 76 ... Input interface circuit 77a , 77d ... Drive control circuit 78 ... Check discrimination circuit 79 ... Backup RAM 80 ... Valve body 81 ... Valve head 81a ... Valve face 82 ... Valve shaft 83 ... Plunger 84 ... Upper core 85 ... Upper coil 86 ... Lower core 87 ... Lower coil 88 ... Upper spring 89 ... Lower spring 90 ... Case 95 ... Power source 96 ... Intake / exhaust port of internal combustion engine 97 ... Valve seat 98 ... Valve guide

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display area F02D 13/08 F02D 13/08 Z 17/02 17/02 M 45/00 345 45/00 345B

Claims (2)

[Claims] 1. A plurality of intake valves that are opened by electromagnetic force generated by a coil, a detection unit that detects that it is necessary to reduce the charging efficiency during operation of an internal combustion engine, and a charging unit that detects the charging efficiency. When it is detected that it is necessary to reduce the efficiency, the intake valve control means applies an electromagnetic force only to a part of the intake valves of the plurality of intake valves when the intake valve is opened. An electromagnetically driven internal combustion engine characterized by: 2. A plurality of exhaust valves which are opened by an electromagnetic force generated by a coil, an ignition plug which is arranged in the center of the plurality of intake valves and the plurality of exhaust valves, and the opening valve when the intake valves are opened. When the electromagnetic force is applied only to some of the plurality of intake valves, when the exhaust valves are opened, some of the intake valves and the exhaust valves other than the exhaust valves at the target position are centered around the ignition plug. The electromagnetically driven internal combustion engine according to claim 1, further comprising: an exhaust valve control unit that does not apply an electromagnetic force to at least one exhaust valve.