JP2002004898A - Internal combustion engine having an electromagnetically driven valve - Google Patents

Abstract

(57) Abstract: The present invention relates to an internal combustion engine provided with an electromagnetically driven valve operating mechanism that opens and closes intake and exhaust valves using electromagnetic force. It is an object of the present invention to provide a technology capable of changing the number of operating cylinders and the number of operating valves in consideration of the power consumption of the engine. An internal combustion engine having an electromagnetically driven valve according to the present invention is an internal combustion engine having an intake valve and / or an exhaust valve driven to open and close by an electromagnetic force. When suspending some of the cylinders, it is necessary to determine the intake / exhaust valves or cylinders to be suspended and to suspend the determined intake / exhaust valves or cylinders so that the total power consumption during the suspension is minimized. Features.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine having an electromagnetically driven valve operating mechanism for opening and closing an intake valve and / or an exhaust valve using electromagnetic force.

[0002]

2. Description of the Related Art In recent years, in internal combustion engines mounted on automobiles and the like, reduction of mechanical loss due to opening and closing of intake and exhaust valves has been reduced.
For the purpose of reducing the intake pumping loss, improving the net thermal efficiency, and the like, the development of an electromagnetically driven valve train that can arbitrarily change the opening and closing timings of the intake valve and the exhaust valve is underway.

As an electromagnetically driven valve operating mechanism, for example, a movable element that can be displaced in conjunction with an intake / exhaust valve and an electromagnetic force that displaces the movable element in a valve closing direction when an exciting current is applied are generated. A valve-closing electromagnet, a valve-opening electromagnet that generates an electromagnetic force that displaces the mover in the valve-opening direction when an excitation current is applied, and a valve-opening that urges the mover toward the valve-opening side. There has been proposed a spring including an urging spring and a valve-closing urging spring for urging the mover toward the valve-closing side.

In such an electromagnetically driven valve operating mechanism, when an exciting current is applied to the valve closing electromagnet, the movable element is held at the valve closing side displacement end by the electromagnetic force of the valve closing electromagnet. The exhaust valve is kept closed.

In the electromagnetically driven valve operating mechanism, when the intake / exhaust valve in the closed state is opened, the excitation current is applied to the valve opening electromagnet after the application of the excitation current to the valve closing electromagnet is stopped. Then, the movable element is displaced to the valve-opening side by using the urging force of the valve-opening urging spring and the electromagnetic force of the valve-opening electromagnet, thereby opening the intake / exhaust valve.

In the electromagnetically driven valve operating mechanism, when closing the intake / exhaust valve in the open state, the excitation current is applied to the valve closing electromagnet after the application of the excitation current to the valve opening electromagnet is stopped. The movable element is displaced to the valve-closing-side displacement end by using the biasing force of the valve-closing urging spring and the electromagnetic force of the valve-closing electromagnet, and the movable element is held at the valve-closing-side displacement end.

According to the above-described electromagnetically driven valve train, there is no need to open and close the intake and exhaust valves using the torque of the engine output shaft (crankshaft) unlike the conventional valve train. In addition, there are various advantages such as a reduction in mechanical loss caused by driving of the intake and exhaust valves, and a high degree of freedom in controlling the opening and closing timing and opening of the intake and exhaust valves.

In the above-described electromagnetically driven valve operating mechanism, the individual intake and exhaust valves are independently driven to open and close.
It is also possible to change the number of working cylinders and the number of working valves according to the operating state of the internal combustion engine. As such a technique, for example, an electromagnetically driven internal combustion engine as described in JP-A-9-287423 is known.

The electromagnetically driven internal combustion engine described in the above publication includes a plurality of intake valves provided for each cylinder, and an electromagnetically driven valve mechanism for opening and closing each intake valve by electromagnetic force. When it becomes necessary to reduce the filling efficiency,
By controlling the electromagnetically driven valve operating mechanism to suspend the operation of some of the plurality of intake valves of each cylinder,
It is intended to reduce the charging efficiency of the intake air and the power consumption required to operate the intake valve.

[0010]

In an internal combustion engine provided with an electromagnetically driven valve train, each of the electromagnetically driven valve trains is caused by an initial tolerance of components constituting the electromagnetically driven valve train. In some cases, the electromagnetic force or friction that can be generated differs for each mechanism, and in such a case, it is assumed that the power consumption differs for each electromagnetically driven valve mechanism.

However, in the above-described conventional electromagnetically driven internal combustion engine, when the operation of the intake and exhaust valves is stopped, variations in power consumption among the electromagnetically driven valve mechanisms are not taken into account. It cannot be said that power consumption is reduced efficiently by stopping the exhaust valve.

The present invention has been made in view of the various circumstances as described above, and has an internal combustion engine having an electromagnetically driven valve operating mechanism for opening and closing an intake valve and / or an exhaust valve using electromagnetic force. Technology that enables the number of working cylinders and the number of operating valves to be changed in consideration of the actual power consumption of each electromagnetically driven valve train, and efficiently reduces the power consumption of the electromagnetically driven valve train. The purpose is to reduce.

[0013]

The present invention employs the following means to solve the above-mentioned problems. That is, the internal combustion engine having the electromagnetically driven valve according to the present invention includes a plurality of intake valves and / or exhaust valves which are provided for each cylinder and are driven to open and close by an electromagnetic force, and a part of the intake valve and / or exhaust valve. A pause valve selecting means for selecting an intake valve and / or an exhaust valve to be paused so that the total power consumption at the time of the pause is minimized; and an intake valve and / or an exhaust valve selected by the pause valve selecting means. And a valve stop means for stopping the operation of.

In the internal combustion engine having the electromagnetically driven valve configured as described above, when it becomes necessary to deactivate some of the intake valves and / or exhaust valves in the cylinder, the deactivation valve selecting means sets the total deactivation valve during deactivation. The intake valve and / or the exhaust valve to be stopped are selected so that the power consumption is minimized.

For example, when one intake valve and / or exhaust valve in a cylinder is to be deactivated, the deactivation valve selecting means includes an intake valve having the largest power consumption among a plurality of intake valves in the cylinder, and / or The exhaust valve having the largest power consumption among the plurality of exhaust valves in the cylinder is selected as the stop valve.

The intake valves and / or the exhaust valves in the cylinder are divided into a plurality of groups.
When suspending one group, the rest valve selecting means selects the intake valve and / or the exhaust valve of the group having the largest power consumption among the plurality of groups as the rest valve.

When the pause valve selecting means selects the intake valve and / or the exhaust valve to be paused as described above, the valve pause means suspends the operation of the intake valve and / or the exhaust valve selected by the pause valve selecting means. .

In this case, in the cylinder, only the intake valve and / or the exhaust valve not selected by the pause valve selecting means operate, but the power consumption of each of the intake valve and / or the exhaust valve is reduced. Since the power consumption is smaller than the power consumption of the valve, the total power consumption when the valve is stopped is minimized.

Next, in the internal combustion engine having the electromagnetically driven valve according to the present invention, a plurality of cylinders having an intake valve and / or an exhaust valve driven to be opened and closed by an electromagnetic force, and a part of the plurality of cylinders are stopped. At this time, the deactivated cylinder selecting means for selecting the cylinder to be deactivated to minimize the total power consumption during deactivation, and the operation of the intake valve and / or the exhaust valve of the cylinder selected by the deactivated cylinder selecting means is deactivated. And cylinder stopping means.

In the internal combustion engine having the electromagnetically driven valve configured as described above, when it becomes necessary to deactivate some of the plurality of cylinders, the deactivated cylinder selecting means sets the total power consumption during deactivation. Is selected so as to minimize the pressure.

For example, when one of a plurality of cylinders is to be deactivated, the deactivated cylinder selecting means selects the cylinder having the largest total power consumption of the intake valve and the exhaust valve as the deactivated cylinder.

Further, when a plurality of cylinders are divided into a plurality of groups, and one of the plurality of groups is to be deactivated, the deactivated cylinder selecting means includes a power-saving cylinder among the plurality of groups. Are selected as idle cylinders.

When the deactivated cylinder selecting means selects the cylinder to be deactivated as described above, the cylinder deactivating means deactivates the operation of the intake valve and / or the exhaust valve of the cylinder selected by the deactivated cylinder selecting means.

In this case, in the internal combustion engine, only the cylinders not selected by the deactivated cylinder selecting means are operated, but the power consumption of the intake valve and / or the exhaust valve in each of those cylinders is reduced by the power consumption of the deactivated cylinder. Since the power consumption is smaller than the power consumption of the intake valve and / or the exhaust valve, the total power consumption when the cylinder is stopped is minimized.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A specific embodiment of an internal combustion engine having an electromagnetically driven valve according to the present invention will be described below with reference to the drawings.

FIG. 1 and FIG. 2 are views showing the schematic structure of an internal combustion engine to which the present invention is applied and its intake and exhaust systems. The internal combustion engine 1 shown in FIGS. 1 and 2 is a four-stroke cycle water-cooled gasoline engine having four cylinders 21.

The internal combustion engine 1 includes a cylinder block 1b in which four cylinders 21 and a cooling water passage 1c are formed, and a cylinder head 1 fixed on an upper portion of the cylinder block 1b.
a.

A crankshaft 23, which is an engine output shaft, is rotatably supported by the cylinder block 1b. The crankshaft 23 is connected via a connecting rod 19 to a piston 22 slidably mounted in each cylinder 21. Connected.

At the end of the crankshaft 23, a timing rotor 51a having a plurality of teeth formed on the periphery thereof
The electromagnetic pickup 51b is attached to the cylinder block 1b near the timing rotor 51a. The timing rotor 51a and the electromagnetic pickup 51b constitute a crank position sensor 51.

A water temperature sensor 52 for outputting an electric signal corresponding to the temperature of the cooling water flowing in the cooling water passage 1c is attached to the cylinder block 1b. Also,
Above the piston 22 of each cylinder 21, a combustion chamber 24 surrounded by the top surface of the piston 22 and the wall surface of the cylinder head 1a is provided.
Are formed. An ignition plug 25 is attached to the cylinder head 1a so as to face the combustion chamber 24 of each cylinder 21. An igniter 25a for applying a drive current to the ignition plug 25 is electrically connected to the ignition plug 25. Have been.

In the cylinder head 1a, each cylinder 2
Two open ends of the intake port 26 and two open ends of the exhaust port 27 are formed at a portion facing one combustion chamber 24. And the cylinder head 1
In a, an intake valve 28 for opening and closing each open end of the intake port 26 and an exhaust valve 29 for opening and closing each open end of the exhaust port 27 are provided to be able to move forward and backward. Therefore, each cylinder 21 of the internal combustion engine 1 is provided with two intake valves 28 and two exhaust valves 29.

An electromagnetic drive mechanism 30 for driving the intake valve 28 forward and backward using an electromagnetic force generated when an exciting current is applied to the cylinder head 1a (hereinafter referred to as an intake-side electromagnetic drive mechanism 30). Are provided in the same number as the intake valves 28. Each intake-side electromagnetic drive mechanism 30 has a drive circuit 30 a for applying an exciting current to the intake-side electromagnetic drive 30.
(Hereinafter, referred to as an intake-side drive circuit 30a).

An electromagnetic drive mechanism 31 for driving the exhaust valve 29 forward and backward by using an electromagnetic force generated when an excitation current is applied to the cylinder head 1a (hereinafter referred to as an exhaust-side electromagnetic drive mechanism 31). Are provided in the same number as the exhaust valves 29. Each exhaust-side electromagnetic drive mechanism 31 has a drive circuit 31 for applying an exciting current to the exhaust-side electromagnetic drive mechanism 31.
a (hereinafter, referred to as an exhaust-side drive circuit 31a) is electrically connected.

Here, a specific configuration of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 will be described.
The intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31
Since the configuration is the same as that described above, only the intake-side electromagnetic drive mechanism 30 will be described as an example.

FIG. 3 is a sectional view showing the structure of the intake-side electromagnetic drive mechanism 30. In FIG. 3, the cylinder head 1a of the internal combustion engine 1 includes a lower head 10 fixed to the upper surface of the cylinder block 1b, and an upper head 11 provided on the lower head 10.

The lower head 10 is provided with two intake ports 26 for each cylinder 21, and a valve body 28 a of an intake valve 28 is seated at an open end of each intake port 26 on the combustion chamber 24 side. A valve seat 12 is provided.

Each of the lower heads 10 has an intake port 2
A through-hole having a circular cross section is formed from the inner wall surface of 6 to the upper surface of the lower head 10, and a cylindrical valve guide 13 is inserted into the through-hole. A valve shaft 28b of the intake valve 28 penetrates through an inner hole of the valve guide 13, and the valve shaft 2
8b is slidable in the axial direction.

In the upper head 11, a portion where the axis is the same as that of the valve guide 13 is provided with a first core 30.
A core mounting hole 14 having a circular cross section into which the first and second cores 302 are fitted is provided. Lower part 1 of core mounting hole 14
4b is formed larger in diameter than its upper part 14a. Hereinafter, the lower part 14b of the core mounting hole 14 is referred to as a large diameter part 14b, and the upper part 14a of the core mounting hole 14 is referred to as a small diameter part 14a.

An annular first core 301 and a second core 302 made of a soft magnetic material are fitted in the small-diameter portion 14a in series in the axial direction with a predetermined gap 303 therebetween. At the upper end of the first core 301 and the lower end of the second core 302,
A flange 301a and a flange 302a are respectively formed, and the first core 301 is provided from above and the second core 3a.
The first core 301 and the second core 3 are respectively inserted into the core mounting holes 14 from below, and the flanges 301a and 302a abut against the edges of the core mounting holes 14.
02 is positioned, and the gap 303 is maintained at a predetermined distance.

An annular upper plate 318 is disposed above the first core 301, and the upper plate 3
18, the upper plate 3 is attached to the lower end of the cylindrical body.
An upper cap 305 provided with a flange 305a having an outer diameter substantially the same as that of the upper cap 18 is arranged.

The upper cap 305 and the upper plate 318 are connected to the flange 3 of the upper cap 305.
It is fixed to the upper surface of the upper head 11 by a bolt 304 that penetrates from the upper surface of the upper head 05a to the inside of the upper head 11 via the upper plate 318.

In this case, the lower end of the upper cap 305 including the flange portion 305a contacts the upper surface of the upper plate 318, and the lower surface of the upper plate 318
The core 301 is fixed to the upper head 11 while being in contact with the peripheral edge of the upper surface. As a result, the first core 30
1 is fixed to the upper head 11.

Below the second core 302, there is provided a lower plate 307 made of an annular body having an outer diameter substantially the same as the large diameter portion 14b of the core mounting hole 14. The lower plate 307 is fixed to a downward step surface in the step portion of the small diameter portion 14a and the large diameter portion 14b by a bolt 306 penetrating from the lower surface of the lower plate 307 to the upper head 11. In this case, the lower plate 307 is fixed while being in contact with the lower peripheral edge of the second core 302, and as a result, the second core 302 is fixed to the upper head 11.

A first electromagnetic coil 308 is held in a groove formed on the surface of the first core 301 on the side of the gap 303, and is formed on a surface of the second core 302 on the side of the gap 303. The second electromagnetic coil 309 is held in the groove. At this time, the first electromagnetic coil 308 and the second electromagnetic coil 309 are arranged at positions facing each other via the gap 303. The first and second electromagnetic coils 308 and 309 are electrically connected to the above-described intake side drive circuit 30a.

An armature 31 made of an annular body having an outer diameter smaller than the inner diameter of the gap 303 is provided in the gap 303.
1 is arranged. The armature 311 is formed of, for example, a soft magnetic material.

In the hollow portion of the armature 311, an armature shaft 310 made of a columnar non-magnetic material having an outer diameter smaller than the hollow portions of the first core 301 and the second core 302 is provided. It is fixed so as to extend vertically along the axis.

At this time, the armature shaft 310
Has its upper end reaching through the hollow portion of the first core 301 into the upper cap 305 above it, and its lower end passing through the hollow portion of the second core 302 into the large diameter portion 14b below it. It is formed as follows.

Correspondingly, each of the upper end of the hollow portion of the first core 301 and the lower end of the hollow portion of the second core 302 has an inner diameter substantially the same as the outer diameter of the armature shaft 310. An annular upper bush 319 and a lower bush 320 are provided.
The armature shaft 310 is slidably held in the axial direction by the lower bush 320 and the armature shaft 310.

A disc-shaped upper retainer 312 is joined to the upper end of the armature shaft 310 extending into the upper cap 305, and an adjust bolt 313 is screwed into the upper opening of the upper cap 305. An upper spring 314 is interposed between the upper retainer 312 and the adjustment bolt 313. A spring seat 315 having an outer diameter substantially equal to the inner diameter of the upper cap 305 is interposed on a contact surface between the adjust bolt 313 and the upper spring 314.

At the lower end of the armature shaft 310 extending into the large-diameter portion 14b, a valve shaft 28b of the intake valve 28 is provided.
Is in contact with the upper end. A disc-shaped lower retainer 28c is joined to the outer periphery of the upper end of the valve shaft 28b. A lower spring 316 is interposed between the lower surface of the lower retainer 28c and the upper surface of the lower head 10.

In the intake-side electromagnetic drive mechanism 30 configured as described above, when the excitation current is not applied to the first electromagnetic coil 308 and the second electromagnetic coil 309 from the intake-side drive circuit 30a, the upper Downward from the spring 314 relative to the armature shaft 310 (ie,
An urging force acts on the intake valve 28 (in a direction to open the intake valve 28), and an urging force acts on the intake valve 28 from the lower spring 316 in an upward direction (ie, a direction in which the intake valve 28 closes). As a result, the armature shaft 310
In addition, the state in which the intake valves 28 are in contact with each other and are elastically supported at predetermined positions, that is, a so-called neutral state is maintained.

The biasing force of the upper spring 314 and the lower spring 316 is set so that the neutral position of the armature 311 is located at an intermediate position between the first core 301 and the second core 302 in the gap 303. If the neutral position of the armature 311 is deviated from the above-described intermediate position due to an initial tolerance or a secular change of a component, the neutral position of the armature 311 is adjusted by the adjustment bolt 313 so as to match the above-described intermediate position. Has become possible.

The length of the armature shaft 310 and the valve shaft 28b in the axial direction is such that when the armature 311 is located at an intermediate position of the gap 303,
a becomes a middle position between the valve-opening-side displacement end and the valve-closing-side displacement end (hereinafter, referred to as a middle-open position), and when the armature 311 contacts the first core 301, the valve body 28
a is set to be seated on the valve seat 12.

In the above-described intake-side electromagnetic drive mechanism 30, when an excitation current is applied to the first electromagnetic coil 308 from the intake-side drive circuit 30a, the first core 301 and the first electromagnetic coil 308 are connected to each other. Since an electromagnetic force is generated between the armature 311 and the armature 311 to displace the armature 311 toward the first core 301, the armature 311 contacts the first core 301 against the urging force of the upper spring 314. Become.

When the armature 311 is in contact with the first core 301, the intake valve 28
6. The valve body 28a of the intake valve 28 retreats under the biasing force of
Is seated on the valve seat 12, that is, a fully closed state.

In the intake side electromagnetic drive mechanism 30, the second electromagnetic coil 309 is provided from the intake side drive circuit 30a.
When the exciting current is applied to the second core 30
Since an electromagnetic force is generated between the second and second electromagnetic coils 309 and the armature 311 in the direction of displacing the armature 311 toward the second core 302, the armature 311 resists the urging force of the lower spring 316. The two cores 302 come into contact with each other.

When the armature 311 is in contact with the second core 302, the armature shaft 310 presses the valve shaft 28b in the valve opening direction against the urging force of the lower spring 316, and the pressing force is applied. By the intake valve 28
Is held in the fully open state.

In the above-described intake-side electromagnetic drive mechanism 30, when the intake valve 28 in the fully closed state is opened, first, the intake-side drive circuit 30a stops applying the exciting current to the first electromagnetic coil 308. I do.

At this time, since the electromagnetic force for attracting the armature 311 to the first core 301 between the first core 301, the first electromagnetic coil 308, and the armature shaft 310 disappears, the armature 311 and the intake valve 28 are connected to the upper spring. The valve 314 is displaced in the valve opening direction by receiving the urging force of 314.

The intake side drive circuit 30a includes an armature 31
When the first electromagnetic coil 3 is displaced to the vicinity of the second core 302 by receiving the urging force of the upper spring 314, the second electromagnetic coil 3
By applying an exciting current to the second coil 302, an electromagnetic force that attracts the armature 311 to the second core 302 is generated between the second core 302, the second electromagnetic coil 309, and the armature 311. Armature 31 by this electromagnetic force
1 is displaced to a position where it comes into contact with the second core 302 (valve opening side displacement end), and as a result, the intake valve 28 is fully opened.

On the other hand, in the above-mentioned intake side electromagnetic drive mechanism 30, when closing the intake valve 28 in the fully open state, the intake side drive circuit 30a first stops applying the exciting current to the second electromagnetic coil 309. .

At this time, since the electromagnetic force for attracting the armature 311 to the second core 302 between the second core 302, the second electromagnetic coil 309, and the armature shaft 310 disappears, the armature 311 and the intake valve 28 become lower spring. It is displaced in the valve closing direction by receiving the urging force of 316.

The intake side drive circuit 30a includes an armature 31
The first core 3 receives the urging force of the lower spring 316
01, the first electromagnetic coil 30
8 by applying an exciting current to the first core 3.
01, the first electromagnetic coil 308, and the armature 311, an electromagnetic force for attracting the armature 311 to the first core 301 is generated. Armature 31 by this electromagnetic force
1 is displaced to a position where it comes into contact with the first core 301 (displacement end on the valve closing side). As a result, the valve body 28a of the intake valve 28 is
Sit on 2.

As described above, the intake side drive circuit 30a alternately applies the exciting current to the first electromagnetic coil 308 and the second electromagnetic coil 309 at a predetermined timing, whereby the armature 311 is displaced to the valve closing side. The valve body 28a is moved forward and backward between the end and the valve-opening-side displacement end, whereby the valve shaft 28b is driven to move forward and backward, and the valve body 28a is driven to open and close.

Therefore, the opening / closing timing of the intake valve 28 can be arbitrarily controlled by changing the timing of applying the exciting current to the first electromagnetic coil 308 and the second electromagnetic coil 309 by the intake driving circuit 30a. Becomes

The intake side electromagnetic drive mechanism 30 has a valve lift sensor 3 for detecting a displacement of the intake valve 28.
17 are attached. This valve lift sensor 3
Reference numeral 17 denotes a disk-shaped target 317a attached to the upper surface of the applicator 312, and an adjustment bolt 31
3 and a gap sensor 317b attached to a portion facing the above-mentioned retainer 312.

In the valve lift sensor 317 thus configured, the target 317a is displaced integrally with the armature 311 of the intake electromagnetic drive mechanism 30, and the gap sensor 317b is replaced by the gap sensor 317b.
An electrical signal corresponding to the distance between the target and the target 317a is output.

At this time, the output signal value of the gap sensor 317b when the armature 311 is in the neutral state is obtained in advance, and the deviation between the output signal value and the current output signal value of the gap sensor 317b is calculated. , The displacement of the armature 311 and the intake valve 28 can be specified.

Returning to FIGS. 1 and 2, an intake branch pipe 33 composed of four branch pipes is connected to the cylinder head 1a of the internal combustion engine 1. Each branch pipe of the intake branch pipe 33 is connected to each cylinder. 21 and an intake port 26.

A fuel injection valve 32 is mounted in the cylinder head 1a near the connection portion with the intake branch pipe 33 so that the injection hole faces the intake port 26. The intake branch pipe 33 is connected to a surge tank 34 for suppressing pulsation of intake air. An intake pipe 35 is connected to the surge tank 34. The intake pipe 35 is provided with an air cleaner box 3 for removing dust and dirt during intake.
6 is connected.

The intake pipe 35 is provided with an air flow meter 44 for outputting an electric signal corresponding to the mass of the air flowing through the intake pipe 35 (mass of the intake air).
A throttle valve 39 for adjusting the flow rate of intake air flowing through the intake pipe 35 is provided at a position downstream of the air flow meter 44 in the intake pipe 35.

The throttle valve 39 includes a stepper motor or the like, and a throttle actuator 40 for opening and closing the throttle valve 39 according to the magnitude of the applied power.
And a throttle position sensor 41 for outputting an electric signal corresponding to the opening of the throttle valve 39.

The throttle valve 39 is rotatable independently of the throttle valve 39 and the accelerator pedal 4
An accelerator lever (not shown) that rotates in conjunction with 2 is attached to the accelerator lever, and an accelerator position sensor 43 that outputs an electric signal corresponding to the amount of rotation of the accelerator lever is attached to the accelerator lever.

On the other hand, the cylinder head 1 of the internal combustion engine 1
An exhaust branch pipe 45 formed so that four branch pipes merge into one collecting pipe immediately downstream of the internal combustion engine 1 is connected to a, and each branch pipe of the exhaust branch pipe 45 is connected to each cylinder 21. The exhaust port 27 communicates with the exhaust port 27.

The exhaust branch pipe 45 is connected to an exhaust pipe 47 via an exhaust purification catalyst 46, and the exhaust pipe 47 is connected downstream to a muffler (not shown). The exhaust branch pipe 4
5 is provided with an air-fuel ratio sensor 48 that outputs an electric signal corresponding to the air-fuel ratio of the exhaust flowing in the exhaust branch pipe 45, in other words, the exhaust flowing into the exhaust purification catalyst 46.

The internal combustion engine 1 configured as described above is provided with an electronic control unit (ECU) 20 for controlling the operating state of the internal combustion engine 1.

The ECU 20 includes a throttle position sensor 41, an accelerator position sensor 43, an air flow meter 44, an air-fuel ratio sensor 48, a crank position sensor 51, a water temperature sensor 52, and a valve lift sensor 3.
Various sensors such as 17 are connected via electric wiring, and output signals of each sensor are input to the ECU 20.

The ECU 20 includes an igniter 25a,
The intake-side drive circuit 30a, the exhaust-side drive circuit 31a, the fuel injection valve 32, the throttle actuator 40, and the like are connected via electric wiring, and the ECU 20 sets the igniter 25
a, the intake side drive circuit 30a, the exhaust side drive circuit 31a, the fuel injection valve 32, or the throttle actuator 40
Can be controlled.

Here, as shown in FIG. 4, the ECU 20 controls the CPs connected to each other by a bidirectional bus 400.
It has a U 401, a ROM 402, a RAM 403, a backup RAM 404, an input port 405 and an output port 406, and has an A / D converter (A / D) 407 connected to the input port 405.

The A / D 407 includes a throttle position sensor 41, an accelerator position sensor 43, an air flow meter 44, an air-fuel ratio sensor 48, a water temperature sensor 52,
A sensor such as a valve lift sensor 317 that outputs a signal in an analog signal format is connected via electric wiring. The A / D 407 converts the output signal of each sensor from an analog signal format to a digital signal format, and then transmits the converted signal to the input port 405.

The input port 405 outputs an analog signal format signal such as the above-described throttle position sensor 41, accelerator position sensor 43, air flow meter 44, air-fuel ratio sensor 48, water temperature sensor 52, valve lift sensor 317, and the like. Sensor and A / D40
7 and is connected to a sensor that outputs a signal in digital signal format, such as a crank position sensor 51.

The input port 405 inputs the output signals of various sensors directly or via the A / D 407, and outputs those output signals via the bidirectional bus 400 to the CPU 401.
Or to the RAM 403.

The output port 406 is connected to the igniter 25
a, the intake-side drive circuit 30a, the exhaust-side drive circuit 31a, the fuel injection valve 32, the throttle actuator 40, and the like are connected via electric wiring. The output port 406
Receives a control signal output from the CPU 401 via the bidirectional bus 400 and transmits the control signal to the igniter 2.
5a, an intake side drive circuit 30a, an exhaust side drive circuit 31a,
Fuel injection valve 32 or throttle actuator 40
Send to

The ROM 402 includes a fuel injection amount control routine for determining the fuel injection amount, a fuel injection timing control routine for determining the fuel injection timing, and an intake valve opening / closing timing for determining the opening / closing timing of the intake valve 28. A control routine, an exhaust valve opening / closing timing control routine for determining the opening / closing timing of the exhaust valve 29, an intake side exciting current control routine for determining an exciting current amount to be applied to the intake side electromagnetic drive mechanism 30, and an exhaust side electromagnetic drive Exhaust-side excitation current amount control routine for determining the amount of excitation current to be applied to the mechanism 31; ignition timing control routine for determining the ignition timing of the spark plug 25 of each cylinder 21;
In addition to an application program such as a throttle opening control routine for determining the opening of the valve 9, a valve stop control routine for stopping the operation of a part of the intake valve 28 and / or the exhaust valve 29 in each cylinder 21 is stored. ing.

The ROM 402 stores various control maps in addition to the application programs. The control map includes, for example, a fuel injection amount control map indicating a relationship between the operating state of the internal combustion engine 1 and the fuel injection amount, a fuel injection timing control map indicating a relationship between the operating state of the internal combustion engine 1 and the fuel injection timing, An intake valve opening / closing timing control map showing the relationship between the operating state of the internal combustion engine 1 and the opening / closing timing of the intake valve 28, the operating state of the internal combustion engine 1 and the exhaust valve 2
Exhaust valve opening / closing timing control map showing the relationship between the opening / closing timing of FIG. 9 and the intake side exciting current amount control map showing the relationship between the operating state of the internal combustion engine 1 and the amount of exciting current to be applied to the intake side electromagnetic drive mechanism 30 An exhaust-side exciting current control map showing the relationship between the operating state of the engine 1 and the amount of exciting current to be applied to the exhaust-side electromagnetic drive mechanism 31, and the relationship between the operating state of the internal combustion engine 1 and the ignition timing of each spark plug 25. And a throttle opening control map indicating the relationship between the operating state of the internal combustion engine 1 and the opening of the throttle valve 39.

The RAM 403 stores an output signal of each sensor, a calculation result of the CPU 401, and the like. The calculation result is, for example, an engine speed calculated based on an output signal of the crank position sensor 51. The RAM
The various data stored in 403 is rewritten to the latest data every time the crank position sensor 51 outputs a signal.

The backup RAM 404 is a non-volatile memory that retains data even after the operation of the internal combustion engine 1 is stopped, and stores learning values relating to various controls, information for specifying a location where an abnormality has occurred, and the like.

The CPU 401 operates in accordance with the application program stored in the ROM 402, and includes, in addition to well-known controls such as fuel injection control, ignition control, intake valve opening / closing control, exhaust valve opening / closing control, throttle control, etc., the gist of the present invention. Valve stop control is performed.

Hereinafter, the valve stop control according to the present embodiment will be described. Here, when the operation state of the internal combustion engine 1 is in the low load operation range, when the intake air amount of the internal combustion engine 1 is small, in other words, when the charging efficiency of the intake air of each cylinder 21 is low, one cylinder An example in which the hit intake valve 28 and the exhaust valve 29 are stopped one by one will be described.

In executing the valve stop control, the CPU 401 executes a valve stop control routine as shown in FIG. This valve rest control routine is a routine stored in the ROM 402 in advance, and is a routine that is repeatedly executed by the CPU 401 at predetermined time intervals (for example, every time the crank position sensor 51 outputs a pulse signal).

In the valve stop control routine, the CPU 401
First, in S501, the RAM 403 is accessed to read the engine speed, the output signal value (accelerator opening) of the accelerator position sensor 43, and the like, and determine the operating state of the internal combustion engine 1 based on these values.

In S502, the CPU 401 executes the processing in S5.
It is determined whether or not the engine operating state determined in 01 is in the valve stop operation region. At that time, for example, when the engine operating state is in the low load operating area, the CPU 401 determines that the engine operating state is in the valve stop operating area, and determines that the engine operating state is in the medium load operating area or the high load operating area. Alternatively, it may be determined that the engine operation state is not in the valve stop operation region.

If it is determined in S502 that the engine operation state is in the valve stop operation region, the CPU 401
Proceeding to S503, access is made to the valve stop control flag storage area set in a predetermined area of the RAM 403, and it is determined whether or not "0" is stored in the valve stop control flag storage area.

In the valve rest control flag storage area, the operating state of the internal combustion engine 1 is switched from an operating state in which all the intake and exhaust valves 28 and 29 are operated (hereinafter referred to as an all valve operating state) to a valve rest operating state. This is a region in which “1” is set when the internal combustion engine 1 is set, and “0” is reset when the operating state of the internal combustion engine 1 is switched from the valve rest operating state to the all-valve operating state.

If it is determined in step S503 that "0" is not stored in the valve stop control flag storage area, that is, if it is determined that "1" is stored in the valve stop control flag storage area, The CPU 401 determines that the internal combustion engine 1 is already in the valve stop operation state, and once ends the execution of this routine.

If it is determined in step S503 that "0" is stored in the valve rest control flag storage area, the CPU 401 determines that the internal combustion engine 1 is in the all-valve operating state and operates the internal combustion engine 1 S504 to S5 to switch the state from the all-valve operating state to the valve inactive state
07 valve stop processing is executed.

In the valve stop processing, the CPU 401 first executes S
In step 504, the valve stop control flag storage area of the RAM 403 is accessed, and the numerical value stored in the valve stop control flag storage area is rewritten from “0” to “1”.

In step S505, the CPU 401 determines the power consumption of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 3 for all the intake and exhaust valves 28 and 29 of all the cylinders 21.
1 is calculated.

Here, as a method of calculating the power consumption of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31, there is a method of calculating the power consumption of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31a. Electromagnetic drive mechanism 31
A method of calculating the power consumption by calculating the amount of excitation current applied to the motor and integrating the amount of excitation current and the voltage can be exemplified.

As a method of obtaining the amount of excitation current applied from the intake side drive circuit 30a and the exhaust side drive circuit 31a to the intake side electromagnetic drive mechanism 30 and the exhaust side electromagnetic drive mechanism 31, for example, the intake side drive circuit 30a and the exhaust An ammeter is provided in the side drive circuit 31a, and the measured value of the ammeter is calculated by the ECU.
20 or a method using the amount of excitation current instructed by the CPU 401 to the intake-side drive circuit 30a and the exhaust-side drive circuit 31a.

The amount of excitation current used for calculating the power consumption is the amount of excitation current required for opening and closing the intake and exhaust valves 28 and 29, that is, the amount of excitation and exhaust valves 28 and 29 in the closed state.
It is preferable to use the amount of excitation current required to open the valve 29 and close it again.

In S506, the CPU 401 executes the processing in S5.
Using the power consumption calculated in 05, two cylinders 21
Among the two intake-side electromagnetic drive mechanisms 30, the intake-side electromagnetic drive mechanism 30 with the larger power consumption is determined, and the exhaust-side electromagnetic drive with the larger power consumption among the two exhaust-side electromagnetic drive mechanisms 31 of each cylinder 21 is determined. The mechanism 31 is determined.

Here, the power consumption of each of the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 is calculated, and then the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 that consume a large amount of power are determined. Although the example of determining is described,
The intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 with a large amount of applied excitation current may be estimated as the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 with a large power consumption.

When the amount of excitation current to be applied to the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 is feedback-controlled based on the output signal value of the valve lift sensor 317, in other words, the intake-side excitation current When feedback control is performed based on the actual displacement amount or displacement speed of the intake valve 28 and the exhaust valve 29 based on the actual amount of displacement of the intake valve 28 and the exhaust valve 29, the amount of correction by the feedback control is performed. The intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 that have a lot of power may be estimated as the intake-side electromagnetic drive mechanism 30 and the exhaust-side electromagnetic drive mechanism 31 that consume a large amount of power.

In S507, the CPU 401 executes the processing in S5.
The operation of the intake / exhaust valves 28 and 29 determined at 06 is stopped. Specifically, the CPU 401 controls the intake-side drive circuit 30a and the exhaust-side drive circuit 31a to keep the intake and exhaust valves 28 and 29 determined in S506 in the closed state.

In this case, in each cylinder 21 of the internal combustion engine 1,
Only the intake valve 28 with low power consumption among the two intake valves 28 operates, and only the exhaust valve 29 with low power consumption among the two exhaust valves 29 operates. As a result, power consumption required for opening and closing the intake and exhaust valves 28 and 29 is minimized.

On the other hand, if it is determined in S502 that the engine operation state is not in the valve stop operation region, the CPU 40
In step S508, the CPU determines whether "1" is stored in the valve stop control flag storage area of the RAM 403.

If it is determined in step S508 that "1" is not stored in the valve stop control flag storage area, that is, if it is determined that "0" is stored in the valve stop control flag storage area, The CPU 401 regards the internal combustion engine 1 as being in the all-valve operating state, and ends the execution of this routine once.

If it is determined in step S508 that "1" is stored in the valve stop control flag storage area, the CPU 401 determines that the internal combustion engine 1 is in the valve stop operation state, and proceeds to step S509.

[0110] In S509, the CPU 401
Access the valve rest control flag storage area of No. 03, and rewrite the numerical value stored in the valve rest control flag storage area from “1” to “0”.

In S510, the CPU 401 determines that each cylinder 2
One intake valve 28 and one exhaust valve 2 at rest at 1
9, the intake-side drive circuit 30a and the exhaust-side drive circuit 31a are controlled to operate all the intake and exhaust valves 2 of the internal combustion engine 1.
Activate 8, 29.

As described above, when the CPU 401 executes the valve stop control routine, the stop valve selecting means and the valve stop means according to the present invention are realized. Therefore,
According to the internal combustion engine having the electromagnetically driven valve according to the present embodiment, a plurality of intake / exhaust valves 2
When a part of the intake and exhaust valves 28 and 29 of the cylinders 8 and 29 are deactivated, the intake and exhaust valves 28 and 29 having the maximum power consumption in each cylinder 21 are deactivated. Is minimized, it is possible to reduce the power consumption required for opening and closing the intake and exhaust valves 28 and 29 in the entire internal combustion engine 1.

<Other Embodiments> In the above-described embodiment, an example has been described in which the present invention is applied to valve stop control for stopping a part of the intake valve 28 and / or the exhaust valve 29 of each cylinder 21. In the present embodiment, an example in which the present invention is applied to cylinder deactivation control for deactivating some of the four cylinders 21 of the internal combustion engine 1 will be described.

In the cylinder deactivation control, the CPU 401 changes the number of working cylinders according to the operating state of the internal combustion engine 1. For example, when the operation state of the internal combustion engine 1 is in the low-load operation range, the CPU 401 suspends some of the cylinders 21 to perform the reduced-cylinder operation of the internal combustion engine 1, and the operation state of the internal combustion engine is in the medium-high load operation range. At this time, all the cylinders 21 are operated to operate the internal combustion engine 1 in all cylinders.

Here, when suspending the operation of some of the cylinders of the internal combustion engine, it is preferable to select the deactivated cylinders so that the combustion intervals of the activated cylinders during deactivation are equal. For example, when the internal combustion engine 1 is a four-stroke cycle internal combustion engine that reaches the combustion stroke in the order of the first cylinder, the third cylinder, the fourth cylinder, and the second cylinder, the CPU 401 starts from the first cylinder and the fourth cylinder. Cylinder group and one of the cylinder group consisting of the third cylinder and the second cylinder are stopped.
The combustion intervals of the working cylinders at rest are set every other cylinder.

Further, in the present embodiment, the CPU 401
Of the cylinder group consisting of the first and fourth cylinders and the cylinder group consisting of the third and second cylinders,
The cylinder group having the larger total power consumption required for the opening and closing drive of the cylinder 29 is stopped.

In this case, the power consumption for opening and closing the intake and exhaust valves 28 and 29 during the cylinder deactivated operation is minimized. As a result, the opening and closing of the intake and exhaust valves 28 and 29 in the entire internal combustion engine 1 is performed. Will be reduced.

Hereinafter, the cylinder deactivation control according to the present embodiment will be specifically described. In performing the cylinder deactivation control, the CPU 401 executes a cylinder deactivation control routine as shown in FIG. This cylinder deactivation control routine is a routine that is stored in the ROM 402 in advance.
This routine is repeatedly executed by U401 at predetermined time intervals (for example, every time the crank position sensor 51 outputs a pulse signal).

In the idle cylinder control routine, the CPU 401
First, in S601, the RAM 403 is accessed to read the engine speed, the output signal value (accelerator opening) of the accelerator position sensor 43, and the like, and determine the operating state of the internal combustion engine 1 based on these values.

In S602, the CPU 401 executes the processing in S6.
It is determined whether or not the engine operation state determined in 01 is in the cylinder deactivated operation region. At that time, the CPU 401
For example, when the engine operation state is in the low load operation area, it is determined that the engine operation state is in the cylinder stop operation area, and when the engine operation state is in the medium load operation area or the high load operation area, the engine operation state is the cylinder It may be determined that the vehicle is not in the pause operation region.

If it is determined in step S602 that the engine operation state is in the cylinder deactivated operation region, the CPU 401
Proceeds to S603, accesses the cylinder deactivation control flag storage area set in a predetermined area of the RAM 403, and determines whether "0" is stored in the cylinder deactivation control flag storage area.

The cylinder deactivation control flag storage area is set to "1" when the operation state of the internal combustion engine 1 is switched from an operation state in which all cylinders are operated (hereinafter, referred to as an all cylinder operation operation state) to a cylinder deactivated operation state. Is set, and “0” is reset when the operation state of the internal combustion engine 1 is switched from the cylinder deactivated operation state to the all-cylinder operation operation state.

If it is determined in step S603 that "0" is not stored in the cylinder deactivation control flag storage area, that is, "1" is stored in the cylinder deactivation control flag storage area.
Is stored, the CPU 401 determines
It is considered that the internal combustion engine 1 is already in the cylinder deactivated operation state, and the execution of this routine is temporarily ended.

If it is determined in step S603 that "0" is stored in the cylinder deactivation control flag storage area, the CPU 401 determines that the internal combustion engine 1 is in the all-cylinder operating state and operates the internal combustion engine 1. S604 to switch the state from the all-cylinder operating state to the cylinder deactivated operation state
休止 S607 are executed.

In the cylinder deactivation process, the CPU 401 first accesses the cylinder deactivation control flag storage area of the RAM 403 in S604, and rewrites the numerical value stored in the cylinder deactivation control flag storage area from "0" to "1". .

In step S605, the CPU 401 determines that all the intake / exhaust valves 28, 2 in the cylinder group consisting of the first cylinder and the fourth cylinder are present.
In addition to calculating the sum of the power consumptions related to the opening / closing drive of No. 9 and the sum of the power consumption related to the opening / closing drive of all the intake / exhaust valves 28 and 29 of the cylinder group including the second cylinder and the third cylinder.

In S606, the CPU 401 executes the processing in S6.
Based on the power consumption calculated in 05, the cylinder group having the larger total power consumption among the two cylinder groups is determined. S60
In step 7, the CPU 401 suspends the operation of the fuel injection valve 32, the spark plug 25, and the intake and exhaust valves 28 and 29 for the cylinder group determined in S606.

In this case, in the internal combustion engine 1, since only the cylinder group having the smaller total power consumption of the two cylinder groups is operated, the power consumption required for opening and closing the intake and exhaust valves 28 and 29 of the working cylinders Is minimized.

On the other hand, if it is determined in S602 that the engine operation state is not in the cylinder deactivated operation range, the CPU 4
In step S608, it is determined whether "1" is stored in the cylinder deactivation control flag storage area of the RAM 403.

If it is determined in S608 that "1" is not stored in the cylinder deactivation control flag storage area, that is, "0" is stored in the cylinder deactivation control flag storage area.
Is stored, the CPU 401 determines
Assuming that the internal combustion engine 1 is in the all-cylinder operating state, the execution of this routine is temporarily terminated.

When it is determined in step S608 that "1" is stored in the cylinder deactivation control flag storage area, the CPU 401 determines that the internal combustion engine 1 is in the cylinder deactivated operation state, and proceeds to step S609.

In step S609, the CPU 401 sets the RAM 4
Access the cylinder deactivation control flag storage area of No. 03 and rewrite the numerical value stored in the cylinder deactivation control flag storage area from “1” to “0”.

In S610, the CPU 401 determines the fuel injection valve 32, the spark plug 25,
In order to operate the intake and exhaust valves 28 and 29, the fuel injection valve 32, the igniter 25a, the intake side drive circuit 30a, and the exhaust side drive circuit 31a are controlled to change the operation state of the internal combustion engine 1 from the cylinder deactivated operation state to all the cylinders. Switch to operating mode.

As described above, when the CPU 401 executes the cylinder deactivation control routine, the deactivated cylinder selecting means and the cylinder deactivating means according to the present invention are realized. Therefore, according to the internal combustion engine having the electromagnetically driven valve according to the present embodiment, when the operation of some of the cylinder groups is stopped in the internal combustion engine 1 having the plurality of cylinders 21, the intake and exhaust valves 2
By suspending the operation of the cylinder group that maximizes the power consumption of the opening and closing drive of the cylinders 8 and 29, the power consumption required for the opening and closing of the intake and exhaust valves 28 and 29 during the cylinder suspension operation can be minimized. Thus, it is possible to reduce the power consumption required for opening and closing the intake and exhaust valves 28 and 29 in the entire internal combustion engine 1.

In the above-described embodiment, a four-cylinder internal combustion engine having two intake valves and two exhaust valves per cylinder has been described as an example. However, the present invention is not limited to this. It is.

In the above-described embodiment, an example has been described in which the intake / exhaust valves 28, 29 or the cylinder group to be stopped is determined in consideration of only the power consumption required for opening and closing the intake / exhaust valves 28, 29. In addition to the power consumption required for opening and closing the intake / exhaust valves 28 and 29, the intake / exhaust valves 28 to be stopped in consideration of the power consumption required to hold the intake / exhaust valves 28 and 29 closed.
29 or a group of cylinders may be determined.

In this case, the CPU 401 adds the power consumption for closing and holding the stopped intake and exhaust valves 28 and 29 and the power required for opening and closing the operated intake and exhaust valves 28 and 29. It is assumed that the intake / exhaust valves 28 and 29 or the cylinder group to be stopped are determined so as to minimize the electric power.

[0138]

According to the internal combustion engine having an electromagnetically driven valve according to the present invention, in an internal combustion engine having an electromagnetically driven valve mechanism for opening and closing an intake / exhaust valve using an electromagnetic force, individual electromagnetically driven Since the intake valve and / or exhaust valve or cylinder to be deactivated is selected in consideration of the actual power consumption of the valve operating mechanism, the power consumption of the electromagnetically driven valve operating mechanism during valve deactivation or cylinder deactivation is minimized. It is possible to keep it to a minimum.

[Brief description of the drawings]

FIG. 1 is a plan view showing a schematic configuration of an internal combustion engine according to the present invention.

FIG. 2 is a sectional view showing a schematic configuration of an internal combustion engine according to the present invention.

FIG. 3 is a diagram showing an internal configuration of an intake-side electromagnetic drive mechanism.

FIG. 4 is a block diagram showing an internal configuration of an ECU.

FIG. 5 is a flowchart showing a valve stop control routine.

FIG. 6 is a flowchart showing a cylinder deactivation control routine.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine 20 ... ECU 25 ... Spark plug 26 ... Intake port 27 ... Exhaust port 28 ... Intake valve 29 ... Exhaust valve 30 ... Intake side electromagnetic drive Mechanism 30a ··· Intake side drive circuit 31 ··· Exhaust side electromagnetic drive mechanism 31a ···· Exhaust side drive circuit 32 ··· Fuel injection valve

 ──────────────────────────────────────────────────続 き Continued on front page (72) Inventor Kazuhiko Shiratani 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Keiji Yoeda 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Hideyuki Nishida 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tomomi Yamada 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3G018 AA06 AB09 BA38 CA12 DA26 DA34 EA13 FA11 FA12 GA37 3G092 AA01 AA11 AA14 CA04 CB02 DA01 DA02 DA07 DA11 DA14 DC03 DG02 DG08 DG09 EA11 FA24 GA14 HA01Z HA06X HA06Z HA13X HA13Z HD05Z HE03Z HE08Z HF08Z

Claims (2)

[Claims] 1. A plurality of intake valves and / or exhaust valves provided for each cylinder and driven to open and close by an electromagnetic force, and a total consumption at the time of deactivation when a part of the intake valves and / or exhaust valves are deactivated. A pause valve selecting means for selecting an intake valve and / or an exhaust valve to be paused so that the electric power is minimized; a valve pause means for suspending the operation of the intake valve and / or the exhaust valve selected by the pause valve selecting means; An internal combustion engine having an electromagnetically driven valve, comprising: 2. A plurality of cylinders each having an intake valve and / or an exhaust valve driven to open and close by an electromagnetic force, and when a part of the plurality of cylinders is stopped, a total power consumption during the stop is minimized. Deactivated cylinder selection means for selecting a cylinder to be deactivated, cylinder deactivation means for deactivating the operation of the intake valve and / or exhaust valve of the cylinder selected by the deactivated cylinder selection means,
An internal combustion engine having an electromagnetically driven valve, comprising: