JP2000192820A - Engine control device with electromagnetically driven intake valve - Google Patents

Abstract

(57) [Summary] [Problem] To focus on a swirl of intake air flowing into a cylinder of an engine, and control opening / closing timing of a plurality of intake valves so as to obtain an optimal swirl ratio, thereby causing a variation in engine rotation. It is an object of the present invention to provide an engine control device capable of suppressing generation of noise and surge and reducing the amount of harmful components from exhaust gas. In an engine control device provided with a plurality of intake valves for one cylinder, the control device includes means for detecting an operation state of the engine, and the intake valve based on an output signal of the engine operation state. Means for calculating the basic opening / closing timing of, and means for calculating a target swirl ratio into the cylinder based on the output signal of the engine operating state,
Means for calculating a valve timing correction amount for setting a phase difference in intake air so that the strength of swirl flowing into the cylinder becomes a required value based on an output signal of the target swirl ratio calculating means; and Means for calculating a target valve timing based on output signals from the calculating means and the valve timing correction amount calculating means.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control device having a plurality of electromagnetically driven intake valves for one cylinder, and more particularly to a control method for controlling the opening and closing timing of each intake valve of one cylinder at different timings. The present invention relates to a control device for an engine having an electromagnetically driven intake valve that can be set.

[0002]

2. Description of the Related Art In an engine having a plurality of electromagnetically driven intake valves for one cylinder of this kind, the valve opening / closing timing of the plurality of intake valves is controlled to control the state of flow of intake air in a combustion chamber. A technique for improving the state of mixing with fuel is conventionally known (see, for example, Japanese Patent Application Laid-Open No. 6-193415). The above technology switches the operation / non-operation of a first intake valve provided for each cylinder and a second intake valve having a diameter larger than that of the first intake valve in accordance with an operation state of an engine. The operation timing of the first intake valve can be arbitrarily set, and the first intake valve opens near the top dead center at the time of idling or light load, and opens before the bottom dead center. By closing the valve, the pumping loss of the engine is reduced, and at the same time, by maintaining the second intake valve in the closed state, the intake passage area is reduced to improve the intake flow velocity. At the time of high rotation, the first intake valve is closed and the second intake valve is operated to increase the output of the engine.

Another technique for controlling the valve opening / closing timing of a plurality of intake valves in an engine provided with a plurality of intake valves for one cylinder is disclosed in Japanese Patent Application Laid-Open Publication No. H11-157572. When the engine is running at a low speed, the opening timings of the two intake valves are made different and the closing timings are made almost the same, and when the engine is running at a high speed, the opening timings of the two intake valves are made almost the same. It has been proposed (see JP-A-7-4219).

[0004]

However, the combustion stability and the combustion air-fuel ratio in the cylinder, which are important factors in the operation of the engine, are closely correlated with the swirl (swirl) of the intake air flowing into the cylinder. It has been found that there is a correlation, and that the swirl ratio of the intake air has a correlation with the intake air amount, the engine water temperature, the EGR rate, and the like. However, it is necessary to set the opening and closing timings of the two intake valves in consideration of the above points in order to obtain combustion stability and a target in-cylinder combustion air-fuel ratio.

[0005] However, the prior art described above is not limited to a technique in which the opening timings of the two intake valves are made different, or a technique in which attention is paid particularly to the swirl of the intake air flowing into the cylinder and special consideration is given. And focusing on the swirl (swirl flow) of the intake air flowing into the cylinder,
Neither is the control of intake valve closing timing control to optimize the combustion state of each cylinder of the engine.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and has as its object to focus on the swirl of intake air flowing into a cylinder of an engine, and to optimize the swirl ratio. By controlling the opening / closing timing of a plurality of intake valves so as to achieve the following, it is possible to provide an engine control device capable of suppressing the occurrence of engine rotation variations and surges and reducing the amount of harmful components from exhaust gas. is there.

[0007]

In order to achieve the above object,
The control device for an engine having an electromagnetically driven intake valve according to the present invention is applied to an engine having a plurality of intake valves for one cylinder, and basically, the control device includes:
Means for detecting the operating state of the engine; means for calculating the basic opening / closing timing of the intake valve based on the output signal of the engine operating state; and a target swirl ratio into the cylinder based on the output signal of the engine operating state. And a means for calculating a valve timing correction amount for setting a phase difference in the intake air based on an output signal of the target swirl ratio calculating means so that the strength of the swirl flowing into the cylinder becomes a required value. And a means for calculating a target valve timing based on an output signal of the basic opening / closing timing calculating means and the valve timing correction amount calculating means.

The engine control apparatus having the electromagnetically driven intake valve according to the present invention configured as described above determines the optimum swirl ratio in the cylinder at each time based on the operating state of the engine. Since the opening and closing timing of the plurality of intake valves is controlled so that the swirl ratio is obtained, the combustion state of the engine is improved, the engine rotation variation is reduced, surge is suppressed, and the exhaust gas The amount of harmful components can be reduced.

In a specific embodiment of the control device for an engine having an electromagnetically driven intake valve according to the present invention, the target swirl ratio calculating means includes a target swirl ratio based on a target air-fuel ratio and / or cooling water temperature of the engine. Is calculated and E of the engine is calculated.
The target swirl ratio is corrected based on a GR ratio, and the target swirl ratio is corrected based on an amount of overlap between an intake valve and an exhaust valve. As mentioned above,
By using the target air-fuel ratio, the coolant temperature, and the EGR rate, which indicate the operating state of the engine, as the calculated values for calculating the target swirl ratio, a more strict swirl ratio can be calculated. Since the opening and closing timings of the plurality of intake valves are accurately controlled, the combustion state of the engine is further improved.

In another specific aspect of the control device for an engine having an electromagnetically driven intake valve according to the present invention, the control device can control the amount of phase difference for each cylinder of the engine. An intake valve driving stop means for stopping the operation of at least one intake valve when the ratio is equal to or more than a predetermined value, and setting a phase difference control prohibition region based on an operation state of the engine; It is characterized by having means for prohibiting control. As described above, stopping the operation of one intake valve when the target swirl ratio is equal to or more than the predetermined value means that the electromagnetic intake valve cannot reduce the time from opening to closing to several ms or less. Therefore, when the swirl ratio becomes a predetermined value or more that cannot be realized only by the phase difference of the intake valves, a swirl that is not less than the predetermined value can be obtained.

Still another specific embodiment of the control apparatus for an engine having an electromagnetically driven intake valve according to the present invention is characterized in that the intake valve opening / closing timing calculating means is adapted to switch between phase difference control operation and phase difference control inhibition. The operation timing of the intake valve is set so that the intake air amount of the engine is substantially equal.

Still another specific embodiment of the control apparatus for an engine having an electromagnetically driven intake valve according to the present invention is characterized in that the control apparatus includes a first intake valve set by the intake valve opening / closing timing calculating means. Means for switching the operation timing of the valve and the operation timing of the second intake valve at every predetermined cycle of the engine; an operation state detection means for detecting an operation state of each intake valve; and an output signal of the operation state detection means. An abnormal operation detecting means for detecting an abnormal operation of the intake valve based on the abnormal operation of the intake valve; anda means for inhibiting the operation of the phase difference control when the abnormal operation is detected, and a means for correcting an ignition timing according to the amount of the phase difference. It is characterized in that means are provided for setting the ignition timings when the phase difference control is executed and when the phase difference control is prohibited.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an engine control apparatus provided with an electromagnetically driven intake valve according to the present invention will be described below with reference to the drawings. FIG. 1 is an overall configuration diagram of an engine system including an electromagnetically driven intake valve of the present embodiment. In FIG. 1, air taken into an engine 1 is taken in from an inlet of an air cleaner 5, passes through an air flow meter 6, which is a means for measuring an intake air amount Qa, an electronically controlled throttle valve (ETC) 4, and a collector 7 to go into. The air taken into the collector 8 is supplied to each cylinder 1a of the engine 1.
And is guided to the combustion chamber 8 of the cylinder 1 a of the engine 1. The combustion exhaust gas from the cylinder 1a is discharged outside via an exhaust pipe 17 and a catalyst 18.

At the connection of the intake pipe 24 and the exhaust pipe 17 to the cylinder 8, the intake valve (IV) 2 and the exhaust valve (EV) 3 are arranged so as to open and close by electromagnetic drive. ing. The flow rate of the air taken into the engine 1 is determined by a plurality of intake valves 2 that are electromagnetically driven valves (EMV).
Of the first and second intake valves (IV) 2a, 2b and the exhaust valve (EV) 3, the control is performed in accordance with the opening / closing amounts of the plurality of intake valves (IV) 2a, 2b. The electronically controlled throttle valve (ETC) 4 is provided to assist in controlling the amount of intake air.

On the other hand, fuel such as gasoline is suctioned and pressurized from a fuel tank 9 by a fuel pump 10 and supplied to a fuel system in which an injector 11 is provided. The pressurized fuel is regulated to a constant pressure (for example, 3 kg / cm ₂ ) by a fuel pressure regulator 12 and injected into an intake pipe 24 from an injector 11 provided in each cylinder 8. The injected fuel is ignited by an ignition plug 25 in response to an ignition signal whose voltage is increased by an ignition coil 13.

A control unit (control unit) 14 includes a signal indicating the intake flow rate from the air flow meter 6, an angle signal POS of a crankshaft 16 from a crank angle sensor 15, and a signal in front of a catalyst 18 in an exhaust pipe 17. A provided in
An exhaust gas detection signal from the / F sensor 19 is input. Since the actual air-fuel ratio of the exhaust gas can be known from the output signal of the A / F sensor 19 arranged in the exhaust pipe 17, when it is desired to obtain a desired air-fuel ratio,
A desired air-fuel ratio state can be obtained by performing closed-loop control for adjusting the supplied fuel amount based on the signal of the / F sensor.

The fuel vapor generated in the fuel tank 9 is temporarily stored in the canister 20 and then desorbed by the outside air introduced from the outside air introduction port provided in the canister 20 when the engine rotates. It is introduced into the collector 7 through an evaporation pipe. Further, the flow rate of the introduced fuel vapor is adjusted by an evaporation control valve 21 driven by the control unit 14. Further, an accelerator position sensor (APS) 23 interlocked with an accelerator operated by the driver is input to the control unit 14, and the electromagnetically driven intake valves 2a and 2b and ET are connected to each other as described later.
Used to calculate the drive command value of C4.

FIG. 2 shows a specific configuration example of the intake valve (IV) 2 and the exhaust valve (EV) 3 in FIG. 1. The electromagnetic coil 31 is turned on when the valve is closed, and is turned on when the valve is opened. An electromagnetic coil 32, a movable element 33 that receives an urging force of a coil spring and is attracted to the electromagnetic coil 31 or the electromagnetic coil 32 side, and a valve body 34. The intake valve (I
When the engine is stopped, both the electromagnetic coil 31 and the electromagnetic coil 32 are not driven, so that the mover 33 is set to the intermediate lift state shown by the chain line in FIG. At the time of opening, the electromagnetic coil 32 is driven to a maximum lift state, and at the time of valve closing, the electromagnetic coil 31 is opened.
Is brought into a fully closed state.

FIG. 3 shows the internal structure of the control unit (control device) 14, in which the air flow sensor 6,
The input of each sensor such as the crank angle sensor 15 is I / O L
It is sent to the MPU 503 via the SI 501. On the other hand, E
Each control logic and each constant are stored in the P-ROM 502, and various calculations are performed according to the control logic stored in the MPU 503. The result calculated by the MPU 503 is output to the outside via the I / O LSI 501 and drives the injector 11, the fuel pump 10, the ignition coil 13, the electromagnetically driven intake valves 2a and 2b, and the electromagnetically driven exhaust valve 3. Perform RAM 504 is an MPU 503
This is a memory for storing the calculation result in.

FIG. 4 shows a general and basic control block diagram of the control unit (control device) 14. The fuel supply system includes an air amount calculating means 41, a basic fuel amount calculating means 42, and a fuel supply system. An air flow meter 6 that processes the intake air amount signal detected by the air flow meter 6 with a filter processing unit or the like.
The air amount is calculated by 1. After the calculation, the basic fuel amount calculation means 42 divides the intake air amount by the engine speed and multiplies by a coefficient k such that the air-fuel ratio becomes stoichiometric (A / F = 14.7). Calculate the basic fuel injection pulse width per cylinder, that is, the basic fuel injection amount.
After that, the fuel injection amount is calculated by the fuel amount calculation means 43 by performing various fuel amount corrections according to the operating state of the engine such as the water temperature sensor 22 based on the basic fuel injection amount. , The injector 11 is driven to supply fuel to each cylinder.

On the other hand, the intake air amount control system includes a target air amount calculating means 44, a target ETC opening degree calculating means 45, and a target solenoid valve opening / closing timing calculating means 46. Driven intake valves 2a, 2b and ETC
4, these drive command values are calculated by the target air amount calculating means 44 by calculating the target air amount required from the depression amount of the accelerator 23 operated by the driver, and calculating the target air amount from the target air amount. ETC opening calculating means 45 calculates a target ETC opening, and the target solenoid valve opening / closing timing calculating means 46 calculates
From the target ETC opening and the target air amount, the opening / closing timing of the electromagnetic intake valve 2 for achieving the target air amount in the environment is calculated. ETC4 calculated in this way
By driving the ETC 4 and the electromagnetic intake valve 2 in accordance with the target value of the electromagnetic intake valve 2, a target air amount can be obtained, and by supplying fuel in an amount corresponding to the above-described intake air amount, The engine output as intended by the driver can be realized.

FIG. 5 shows the relationship between the opening time of the electromagnetic intake valve and the amount of intake air. In FIG. 5, as an example, the horizontal axis represents the intake valve closing when the intake valve is opened at TDC. The relationship between the timing and the amount of intake air is shown. From this, it is understood that a desired amount of intake air can be obtained by controlling the operation timing of the electromagnetic intake valve.

FIG. 6 is a control block diagram for operating the intake valve 2 of the engine control device of the present embodiment. The engine operating state detecting means 51 detects the operating state of the engine, and the required swirl ratio calculating means 52 receives the output of the engine operating state detecting means and calculates the required swirl ratio of the engine. Next, the intake valve operation timing calculation means 53
Then, the operation timings of the first and second intake valves are respectively calculated according to the required swirl ratio, and then the individual intake valve driving means sets each intake valve 2 so that the determined intake valve operation timing is reached. Drive.

FIG. 7 is a control block diagram for setting a more specific opening / closing timing of the intake valve of this embodiment. The target air amount calculating means 101 sets the target air amount determined by the accelerator opening and the engine speed. Is calculated, and the engine speed Ne is calculated by the engine speed calculating means 102 according to the signal of the crank angle sensor. In the basic valve timing search means 105, a basic intake valve opening / closing timing IV is obtained from a basic valve timing map stored in the ROM in advance according to the target air amount and the rotation speed Ne.
O _O and IVC _O are calculated.

On the other hand, the basic injection pulse calculating means 103 calculates the basic pulse width TP and obtains the target air-fuel ratio searching means 1.
At 06, the target air-fuel ratio is calculated according to the basic pulse width TP and the rotation speed Ne. Target swirl ratio calculation means 107
Then, the target swirl ratio is calculated based on the target air-fuel ratio and the engine water temperature calculated by the engine water temperature calculating means 104. The valve timing correction amount calculating means 108 calculates the first and second intake valves 2 of each cylinder in accordance with the target swirl ratio.
The phase difference between the valve closing timings a and 2b is calculated as a valve timing correction amount.

Next, the target valve timing calculating means 10
In step 9, the basic valve opening / closing timings IVO _O and IVC _O are corrected based on the valve timing correction amount to calculate target valve opening / closing timings IVO and IVC, and the control ends. In the present embodiment, as shown in FIG. 8, a configuration is adopted in which a phase difference is given to the intake valve closing timing. Where IV
O indicates intake valve opening, IVC indicates intake valve closing, EVO indicates exhaust valve opening, and EVC indicates exhaust valve closing timing. In the present embodiment, the configuration is such that a phase difference is provided for the intake valve closing timing. However, a similar effect can be obtained by providing a phase difference for the intake valve opening timing.

FIG. 9 is a flow chart of the means for detecting a malfunction of the intake valve 2. In step 201, an intake valve lift amount, which is an output IVL of a lift sensor (not shown) installed on the electromagnetic intake valve 2, is read. In step 202, it is determined whether a determination condition for detecting malfunction of the intake valve 2 is satisfied. I do. The conditions include a condition for avoiding a transient time such as a start-up and an early stage of valve operation, and a condition for avoiding an erroneous determination due to a voltage drop of a battery (not shown).

Next, if the judgment condition is satisfied in step 202, the process proceeds to step 203, and if the judgment condition is not satisfied, the present flow ends. In step 203,
It is determined whether or not the intake valve is in the open period.
Proceeding to step 204, the output IVL of the lift sensor
It is determined whether the value is equal to or less than a first predetermined value. If the value is equal to or smaller than the first predetermined value, the process proceeds to step 205,
It is determined that the operation of the intake valve 2 is defective, and this flow is terminated.
If the output IVL of the lift sensor exceeds the first determination value in step 204, the flow ends as it is.

If it is determined in step 203 that the period is not the opening period of the intake valve, the process proceeds to step 206, where it is determined whether the output IVL of the lift sensor is equal to or greater than a second predetermined value.
If it is equal to or more than the second predetermined value, the process proceeds to step 205, where it is determined that the intake valve is not operating properly, and if it is less than the second predetermined value, this flow is terminated. FIG. 10 shows a flowchart of control for alternately performing the first and second intake valve timings of each cylinder. In step 301, it is determined whether or not it is the timing of the reference crank angle for setting the timing of the intake valve. If it is the reference crank angle, the process proceeds to step 302; otherwise, the flow ends. . In step 302,
It is determined whether the value of the rotation counter is equal to or greater than a predetermined value. If the value is equal to or greater than the predetermined value, the process proceeds to step 303;

Next, at step 303, a process for changing the timing of the first and second intake valves is performed. This processing is particularly effective in an engine having a so-called two-way fuel injection valve that injects fuel in the direction of each intake valve, and makes it possible to equalize the variation in the injection amount in each direction. . Further, by operating the two valves equally, it is possible to prevent the durability of a specific valve from being impaired. In step 304, the counter used for the determination in step 302 is temporarily cleared, and the flow ends. Step 302 of this control flowchart
And step 304 can be omitted.

Next, factors relating to engine combustion will be described with reference to FIGS. FIG. 11 is a correspondence diagram regarding the combustion air-fuel ratio of the engine (air-fuel ratio in the cylinder) and the combustion stability (a factor indicating the stability of the rotation speed of the engine). In general, the swirl ratio is appropriately selected (usually large). Combustion direction is improved. That is, since the swirl number can be changed by operating the operating condition of the intake valve of the engine, it becomes clear that the combustion stability can be improved in accordance with the required air-fuel ratio A / F of the engine.

FIG. 12 shows the relationship between the phase difference between the engine intake air amount and the intake valve closing timing (IVO is constant) and the swirl ratio. According to this, by selecting an appropriate phase difference according to each engine air amount,
It can be seen that the desired swirl ratio can be obtained. Also,
As a secondary effect, in general, the same effect can be obtained even without a swirl control valve set for swirl generation, so that the cost of these parts can be reduced.

Next, the relationship between each control parameter and the target swirl ratio will be described. FIG. 13 is a diagram showing characteristics of the target swirl ratio with respect to the target air-fuel ratio. In general, combustion becomes unstable as the air-fuel ratio increases (lean) .Therefore, increasing the swirl as the target air-fuel ratio increases increases the stability limit on the lean side of the engine. It becomes possible.

FIG. 14 is a graph showing characteristics of the target swirl ratio with respect to the engine water temperature. In particular, in the engine 1 using the electromagnetic intake valve 2 of the present embodiment, the opening of an ETC (electronically controlled throttle valve) is set to about -50 mmHg in order to reduce pumping loss. Although the flow speed at the time of inflow is low, it is difficult to sufficiently atomize the fuel and mix the intake air and the fuel, but when the engine water temperature is low, the combustion is further deteriorated and the stability of the engine is impaired. Therefore, a larger amount of swirl is required when the engine water temperature is lower.

FIG. 15 is a graph showing characteristics of the target swirl ratio with respect to the target EGR rate. In general, the stability of the engine is gradually deteriorated with the increase in the EGR rate. Therefore, as shown in this figure, by increasing the target swirl ratio with respect to the increase in the EGR rate, it is possible to reduce the deterioration of combustion due to the EGR. . As described above, one embodiment of the present invention has been described. However, the present invention is not limited to the above-described embodiment, and various designs may be made without departing from the spirit of the present invention described in the claims. It can be changed.

For example, FIG. 16 shows a control block diagram for operating the intake valve 2 of an engine control device of another embodiment, which is basically the same as the control block of FIG. Although only different control means will be described, a target EGR rate calculating means 410 for calculating a target EGR is described.
Is added. The target swirl ratio calculating means 407 can calculate the target swirl ratio based on the EGR amount. Further, the same effect can be obtained by replacing the target EGR rate with the amount of overlap between the intake valve 2 and the exhaust valve 3.

FIG. 17 is a control block diagram for operating the intake valve 2 of the engine control device, and shows another embodiment different from the embodiment of FIG. Engine operating state detecting means 61, required swirl ratio calculating means 62,
The intake valve actuation timing calculating means 64 and the individual intake valve driving means 65 are basically the same as those in FIG. 6 except that an intake valve one-side drive stopping means 63 is provided. The required swirl ratio calculated by the required swirl ratio calculation means 62 is determined by
When the value is equal to or larger than a predetermined value, one of the two intake valves is kept closed. The reason for such a configuration is that the time from opening to closing of the electromagnetic intake valve cannot be reduced to several ms or less, and there is a limit in swirl that can be realized only by the phase difference of the intake valve. As a means for obtaining a swirl exceeding this limit, one valve is stopped.

FIG. 18 shows still another embodiment of the present invention, in which an engine operating state detecting means 71, a required swirl ratio calculating means 74, an intake valve operating timing calculating means 75, and an intake valve The valve individual driving means 76 is basically the same as that shown in FIG. 6, except that an intake valve operation failure detecting means 72 and an intake valve operation stopping means 73 are provided. The malfunction of the intake valve 2 is detected by the malfunction of the intake valve 2 and the malfunction of the intake valve is stopped by the malfunction of the intake valve 2 when the malfunction of the intake valve 2 occurs. is there. Although not shown, when an operation failure occurs, the engine is operated with only one of the intake valves, so that it is necessary to consider setting the intake valve operation period to be relatively long.
As a result, even if one of the intake valves fails, it is possible to travel to a repair shop or the like without greatly impairing operability.

[0039]

As can be understood from the above description, the engine control apparatus provided with the electromagnetically driven intake valve of the present invention determines the optimum swirl ratio in the cylinder at each time based on the operating state of the engine. Since the opening and closing timings of the plurality of intake valves are controlled so that the inside of the cylinder has the swirl ratio, engine rotation variation and surge can be generated without using a special valve for swirl generation. Without this, the engine can achieve stable performance.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of an engine system according to an embodiment of an engine control device including an electromagnetically driven intake valve of the present invention.

FIG. 2 is a detailed view of the electromagnetically driven intake / exhaust valve of FIG.

FIG. 3 is an internal configuration diagram of the engine control device (control unit) of FIG. 1;

FIG. 4 is a normal control block diagram of the engine control device of FIG. 1;

FIG. 5 is a diagram showing a relationship between a closing crank angle of an intake valve and an intake air amount.

FIG. 6 is a control block diagram for operating an intake valve of the engine control device of FIG. 1;

FIG. 7 is a control block diagram for setting the opening / closing timing of an intake valve of the engine control device of FIG. 1;

FIG. 8 is a diagram showing the opening / closing timing of an electromagnetically driven intake / exhaust valve of the engine of FIG. 1;

FIG. 9 is a control flowchart of the engine control device of FIG. 1;

FIG. 10 is a control flowchart for alternately performing first and second intake valve timings of each cylinder of the engine control device of FIG. 1;

FIG. 11 is a diagram illustrating a correlation between a combustion air-fuel ratio of an engine and combustion stability.

FIG. 12 is a relationship diagram of an engine intake amount, a phase difference between intake valve closing timings, and a swirl ratio.

FIG. 13 is a diagram showing characteristics of a target swirl ratio with respect to a target air-fuel ratio of an engine.

FIG. 14 is a diagram showing characteristics of a target swirl ratio with respect to engine water temperature.

FIG. 15 is a diagram showing characteristics of a target swirl ratio with respect to a target EGR rate of the engine.

FIG. 16 is a control block diagram for operating an intake valve of another embodiment of the engine control device of the present invention.

FIG. 17 is a control block diagram for operating an intake valve of still another embodiment of the engine control device of the present invention.

FIG. 18 is a control block diagram for operating an intake valve of still another embodiment of the engine control device of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine main body 2 Electromagnetic intake valve 3 Electromagnetic exhaust valve 4 ETC 5 Air cleaner 6 Air flow meter 7 Collector 8 Cylinder 9 Fuel tank 10 Fuel pump 11 Injector 12 Fuel pressure regulator 13 Ignition coil 14 Control unit 15 Crank angle sensor 16 Crankshaft 17 Exhaust Tube 18 catalyst 19 A / F sensor 105 basic valve timing calculating means 106 target air-fuel ratio searching means 107 target swirl ratio calculating means 108 valve timing correction amount calculating means 109 target valve timing calculating means

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Toshio Hori, Hitachi, Ibaraki Pref. 3G092 AA01 AA05 AA10 AA11 AA17 AB02 BA01 BA04 BA09 BB01 DA01 DA07 DA12 DA14 DC03 DC06 DC09 DG02 DG09 EA01 EA06 EA09 EA11 EA12 EA14 EA17 HA13 HA13 HAX HAX HB01X HD05Z HD07Z HE01Z HE03Z HE08Z HF08Z

Claims (12)

[Claims] 1. An engine control device having a plurality of intake valves for one cylinder, the control device comprising: means for detecting an operation state of the engine;
Means for calculating a basic opening / closing timing of the intake valve based on the output signal of the engine operating state; means for calculating a target swirl ratio into the cylinder based on the output signal of the engine operating state; Means for calculating a valve timing correction amount for setting a phase difference to the intake air such that the strength of the swirl flowing into the cylinder on the basis of the output signal of the calculating means becomes a required value; and Means for calculating a target valve timing based on an output signal from the valve timing correction amount calculating means. A control device for an engine having an electromagnetically driven intake valve. 2. The electromagnetically driven intake valve according to claim 1, wherein the target swirl ratio calculating means calculates a target swirl ratio based on a target air-fuel ratio and / or a coolant temperature of the engine. Engine control device. 3. The control device for an engine having an electromagnetically driven intake valve according to claim 2, wherein the target swirl ratio calculating means corrects the target swirl ratio based on an EGR rate of the engine. . 4. The electromagnetically driven intake valve according to claim 2, wherein the target swirl ratio calculating means corrects the target swirl ratio based on an amount of overlap between an intake valve and an exhaust valve. Engine control device equipped. 5. An engine having an electromagnetically driven intake valve according to claim 1, wherein the control device is capable of controlling the phase difference amount for each cylinder of the engine. Control device. 6. The control device according to claim 1, wherein said control device includes an intake valve driving stop means for stopping operation of at least one intake valve when said target swirl ratio is equal to or more than a predetermined value. An engine control device provided with the electromagnetically driven intake valve according to any one of the preceding claims. 7. The control device according to claim 1, further comprising means for setting a phase difference control prohibition region based on an operation state of the engine, and prohibiting the phase difference control in the phase difference control prohibition region. An engine control device comprising the electromagnetically driven intake valve according to any one of claims 1 to 6. 8. The intake valve opening / closing timing calculating means,
8. The electromagnetically driven intake valve according to claim 7, wherein when switching between the phase difference control operation and the phase difference control inhibition, the intake valve operation timing is set so that the intake air amount of the engine becomes substantially equal. Engine control device. 9. The control device according to claim 1, further comprising means for switching the operation timing of the first intake valve and the operation timing of the second intake valve set by the intake valve opening / closing timing calculation means every predetermined cycle of the engine. An engine control device provided with an electromagnetically driven intake valve according to any one of claims 1 to 8, characterized in that: 10. An operation state detection means for detecting an operation state of each intake valve, an operation abnormality detection means for detecting an operation abnormality of an intake valve based on an output signal of the operation state detection means, A control device for an engine having an electromagnetically driven intake valve according to any one of claims 1 to 9, further comprising means for prohibiting operation of the phase difference control when an operation abnormality is detected. 11. The electromagnetically driven intake valve according to claim 1, wherein the control device includes means for correcting an ignition timing according to the phase difference amount. Engine control device equipped. 12. The electromagnetically driven intake system according to claim 7, wherein the control device includes means for setting ignition timings when the phase difference control is executed and when the phase difference control is prohibited, respectively. Engine control device with valve.