JP2000248982A - Control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately perform fail-safe processing when an abnormality occurs in an electromagnetically driven valve or a drive mechanism of the valve to prevent deterioration of exhaust characteristics due to blow-through of unburned gas and the like. Another object of the present invention is to provide a control device capable of minimizing deterioration of drivability due to a decrease in engine output. When an abnormality is detected, an intake / exhaust valve in which no abnormality is detected in a cylinder in which the abnormality is detected is closed, and fuel supply and ignition to the cylinder are stopped. Further, a required load PWCYL for each cylinder to be operated is calculated according to the required load PWREQ for the engine (S26, S2).
7) The operating parameters are determined so as to satisfy the required load (S28).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine having an electromagnetically driven intake valve and / or an exhaust valve.

[0002]

2. Description of the Related Art In an internal combustion engine in which an intake valve and / or an exhaust valve are driven by a spring and a solenoid,
An abnormality is determined in the electromagnetic drive mechanism of the intake valve and / or the exhaust valve, and when it is determined that an abnormality has occurred, the control device is configured to maintain the intake valve in a closed state (US Pat.
No. 13) or a control device which, when such an abnormality occurs, closes the intake and exhaust valves of the cylinder in which the abnormality has occurred and stops the fuel supply to the cylinder (Japanese Patent Application Laid-Open No. 8-200135). Has been conventionally known.

In Japanese Utility Model Laid-Open Publication No. 60-155708, when an abnormality occurs in an electromagnetically driven intake valve or exhaust valve, the intake valve of the cylinder in which the abnormality has occurred is closed and the cylinders other than the cylinder in which the abnormality occurs are not closed. A control device is shown in which the intake valves of the cylinders are also stopped so that the engine output is stopped at equal intervals.

[0004]

The above U.S. Pat.
According to the control device disclosed in Japanese Patent Application Laid-Open No. 0,013 and Japanese Patent Application Laid-Open No. H8-200135, the problem of blow-through of unburned gas in the cylinder in which abnormality has occurred can be solved.
However, when the operation of the intake / exhaust valves of the cylinder in which the abnormality has occurred is stopped, the normal cylinder control is performed under the assumption that all the cylinders are normal. There has been a problem that the engine output cannot be obtained because the engine output required by the driver cannot be obtained.

In the control device disclosed in Japanese Utility Model Laid-Open Publication No. 60-155708, the operation of a part of the normal cylinder is stopped in order to balance the engine rotation in addition to the abnormal cylinder, but the operation is stopped. Since no special consideration is given to control for cylinders other than cylinders, the same problem as described above, that is, the problem that the output of the entire engine is reduced and the engine output required by the driver cannot be obtained, is more remarkable. Will appear.

The present invention has been made in view of the above points, and appropriately performs fail-safe processing when an abnormality occurs in an electromagnetically driven valve or a driving mechanism of the valve to prevent unburned gas from flowing through. It is an object of the present invention to provide a control device capable of preventing deterioration of exhaust characteristics and minimizing deterioration of drivability due to reduction of engine output.

[0007]

According to a first aspect of the present invention, there is provided an electromagnetic drive means for opening and closing at least one of an intake valve and an exhaust valve of an internal combustion engine by electromagnetic force, and the electromagnetic drive means. A control unit for an internal combustion engine, comprising: an abnormality detection unit configured to detect an abnormality of a valve or an abnormality of a behavior of a valve driven by the electromagnetic driving unit; and a required load detection unit configured to detect a required load on the engine. When the abnormality is detected by the means, the valve driven by the electromagnetic drive means of the cylinder including the valve in which the abnormality is detected is closed, and the supply of fuel to the cylinder is stopped, and the required load is reduced. The operation of the normal cylinder is controlled in accordance with

According to this configuration, when an abnormality is detected by the abnormality detecting means, the valve driven by the electromagnetic driving means of the cylinder provided with the valve in which the abnormality is detected is closed and the cylinder is closed. Since the supply of fuel and the ignition of the fuel are stopped, it is possible to prevent the exhaust characteristics from deteriorating due to blow-through of unburned gas, and to control the operation of the normal cylinder according to the required load. By controlling the output of the engine to increase in accordance with the required load, it is possible to minimize the deterioration of drivability due to a decrease in engine output.

It is preferable that a value obtained by dividing the required load by the number of operating cylinders is set as a required load for each cylinder, and control parameters for each cylinder be set so as to satisfy the required load for each cylinder. More specifically, it is desirable to change at least one of the opening / closing valve timing, the fuel injection amount, the fuel injection timing, and the ignition timing of the valve driven by the electromagnetic driving means so that the engine output increases.

According to a second aspect of the present invention, in the control apparatus for an internal combustion engine according to the first aspect, when the valve in which the abnormality has been detected becomes recoverable, after the valve is initially suctioned, The on-off valve operation is restarted. According to this configuration, when the valve in which the abnormality is detected becomes recoverable, the opening / closing valve operation is restarted after the initial suction of the valve is performed. Operation control can be performed.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a sectional view showing the structure of an electromagnetically driven intake valve of an internal combustion engine (hereinafter referred to as “engine”) according to an embodiment of the present invention. FIG. FIG. 1 is a diagram showing a configuration of an engine 10 provided and a control device thereof. Engine 10 of the present embodiment
Has four cylinders, and each cylinder is provided with two electromagnetically driven intake valves and two electromagnetically driven exhaust valves. # 1 cylinder 2
One intake valve is 1I1 and 1I2, and two exhaust valves of the same cylinder are 1E1 and 1E2.
I1 and 4I2, and the exhaust valves of the # 2 to # 4 cylinders are 2E1, 2E2, 3E1, 3E2, 4E1, and 4E2, respectively.

FIG. 1 shows the configuration of the intake valve 1I1, but the configurations of the other intake valves and exhaust valves are the same. Intake valve 1
I1 comprises a valve body 12 to which an armature 14 is fixed and an actuator 11 for driving the valve body 12.
Is mounted above the combustion chamber to open and close the intake port 18 of the combustion chamber. The exhaust valves 1E1, 1E2 and the like also have the same structure, and are mounted above the combustion chamber to open and close the exhaust port of the combustion chamber.

The actuator 11 includes two opposed solenoids (electromagnets), that is, a valve closing solenoid 15 for urging the valve body 12 in the valve closing direction and a valve opening solenoid 16 for urging the valve body 12 in the valve opening direction. The spring 17 is a main component. The valve closing solenoid 15 includes a coil 15
a and a magnetic body 15b, and the valve-opening solenoid 16 is
It consists of a coil 16a and a magnetic body 16b. Spring 1
7, when the armature 14 is in the neutral position (position shown), the urging force on the valve body 12 becomes zero, and when the armature 14 is located above the neutral position, the valve body 12 is urged in the valve opening direction.
When it is located below the neutral position, the valve element 12 is configured to be urged in the valve closing direction.

According to the above configuration, by energizing the valve closing solenoid 15 or the valve opening solenoid 16, the valve body 1
2 moves between a fully closed position in which the intake port 18 is closed and a fully opened position in which the lift amount of the valve element is maximized. When the solenoids 15 and 16 are not energized, the valve body 12 is located at a neutral position between the fully closed position and the fully open position.

Each of the intake valves 1I1 to 4I2 and the exhaust valve IE1
Actuators 11 to 4E2 are connected to an electronic control unit (hereinafter referred to as “ECU”) 7;
The operation is controlled by the ECU 7. Each of the intake and exhaust valves 1I1 to 4I2 and IE1 to 4E2 has an actuator abnormality detector 8 for detecting an abnormality of the actuator 11 and a valve behavior abnormality detector 9 for detecting an abnormality in the behavior of the valve element 12. Is provided. These abnormality detectors 8 and 9 are connected to the ECU 7, and a signal indicating the abnormality detection result is supplied to the ECU 7.

The coils 15a, 1 of each actuator 11
6a is the ECU 7 via the actuator abnormality detection unit 8.
Is connected to the output interface 25. Also,
The drive signal VDR to be supplied to the actuator 11 is supplied to the valve behavior abnormality detection unit 9 and is used to generate a valve behavior abnormality detection reference value LREF according to the drive signal VDR.

A fuel injection valve 5 is provided in each intake manifold corresponding to each cylinder of the engine 10, and a spark plug 6 is provided in a combustion chamber of each cylinder. The fuel injection valve 5 and the spark plug 6 are connected to the ECU 7, and the operation is controlled by the ECU 7.

An accelerator opening sensor for detecting an accelerator pedal depression amount (hereinafter referred to as "accelerator opening") ACC as a parameter indicating a required load (required output) of the driver of the vehicle on which the engine 10 is mounted. 31, an engine speed NE sensor 32 for detecting an engine speed (rotation speed) NE, an engine coolant temperature TW
Various sensors such as an engine water temperature sensor 33 for detecting an air temperature, an intake air temperature sensor 34 for detecting an intake air temperature TA, a battery voltage sensor 35 for detecting a battery voltage VB, a crank angle position sensor 36 for detecting a rotation angle of a crankshaft, and an ignition. Various switches such as the switch 37 are connected to the ECU
The detection signals of these sensors or the switching signals of the switches are supplied to the ECU 7. The crank angle position sensor 36 outputs a signal pulse (hereinafter, referred to as a “CYL signal pulse”) at a predetermined crank angle position of a specific cylinder of the engine 10, and a top dead center (TDC) at the start of an intake stroke of each cylinder. TDC that outputs a TDC signal pulse at a crank angle position before a predetermined crank angle (for every 180 degrees of crank angle in a four-cylinder engine)
A CRK sensor that generates one pulse (hereinafter referred to as a “CRK signal pulse”) at a constant crank angle cycle (for example, a 30-degree cycle) shorter than the TDC signal pulse,
The YL signal pulse, the TDC signal pulse, and the CRK signal pulse are supplied to the ECU 5. These signal pulses are used for various timing controls such as fuel injection timing and ignition timing.

The ECU 7 is connected to the abnormality detecting section, various sensors and switches, and has functions of shaping an input signal waveform, correcting a voltage level to a predetermined level, converting an analog signal value to a digital signal value, and the like. Input interface 24, central processing unit (hereinafter referred to as "CPU")
21, a ROM 22 and a RAM 2 for storing various operation programs executed by the CPU 21, operation results, and the like
3, an output interface 7 for supplying drive signals to the actuators 11 for the intake and exhaust valves, the fuel injection valve 5, and the ignition plug 6.

FIG. 3 is a block diagram showing the structure of the actuator abnormality detecting section 8. The detecting section 8 includes a current sensor 41, a differentiator 42, a short circuit detector 43, a disconnection detector 44, A detector 45, a temperature abnormality detector 46,
And a ground fault detector 47.

The differentiator 42 differentiates the current detection signal output from the current sensor 41 and supplies it to the short-circuit detector 43 and the disconnection detector 44. The short-circuit detector 43 includes the coil 15a
Current change rate (dI / dt) immediately after the start of current supply to
When the short-circuit threshold is exceeded, it is determined that the coil 15a is short-circuited, and a short-circuit detection signal is output. When the current change rate dI / dt becomes smaller than the disconnection threshold, the disconnection detector 44
Judge as a disconnection and output a disconnection detection signal.

The temperature detector 45 detects the temperature TCO of the coil 15a based on the current value I and the positive voltage value V +.
IL is calculated, and a signal indicating the temperature is output to the temperature abnormality detector 4.
6 The temperature abnormality detector 46 detects the coil temperature TC.
When the OIL becomes higher than the predetermined temperature, it is determined that a temperature abnormality has occurred, and a temperature abnormality detection signal is output. Instead of calculating the coil temperature TCOIL from the current value and the voltage value, a configuration may be adopted in which a temperature sensor for detecting the temperature of the coil of the actuator is provided and an output signal thereof is input to the temperature abnormality detector 45. The ground fault detector 47 obtains a leak current value leaking to the ground according to the positive voltage value V + and the negative voltage value V−, and when the leak current value exceeds a predetermined value, a ground fault occurs. And outputs a ground fault detection signal.

FIG. 3 shows only one coil 15a of the actuator 11, but the other coil 15a
6a is configured to perform similar detection, and the actuator abnormality detection unit 8 is configured to perform similar abnormality detection for all actuators 11 of all cylinders.

FIG. 4 is a block diagram showing a configuration of the valve behavior abnormality detecting section 9. In the present embodiment, a position sensor 38 for detecting the position of the valve element 12 is provided for each of the intake valve and the exhaust valve, and the detection signal is transmitted to the valve behavior abnormality detecting section 9.
Supplied to The valve behavior abnormality detection unit 9 includes a lift amount detector 51, a comparator 52, and a reference value generator 53. The lift amount detector 51 converts a detection signal of the position sensor 38 into a lift amount LFT of the valve body 12 and
And a reference value generator 53. The reference value generator 53 receives a drive signal VDR of the actuator 11 from the ECU 7.
Is supplied, and the reference value generator 53 generates a reference value LREF according to the detected lift amount LFT and the drive signal VDR, and supplies the reference value LREF to the comparator 52. When the lift amount LFT deviates from a predetermined range centered on the reference value LREF, the comparator 52 determines that the valve behavior is abnormal, and outputs a valve behavior abnormality detection signal. The position sensors 38 are provided corresponding to all the intake valves and the exhaust valves, and the valve behavior abnormality detecting section 9 is configured to detect abnormality in the behavior of the valve bodies of all the intake valves and the exhaust valves.

FIG. 5 is a flowchart of a process for setting an abnormality detection flag FFAIL in accordance with an abnormality detection result and controlling a fail-safe operation. This process is executed by the CPU 21 at predetermined intervals. Step S
At 11, the output signal of the actuator abnormality detecting section 8 is read, and then it is determined whether an abnormality of the actuator 11 has been detected (step S12). If an abnormality is detected, the process proceeds to step S18, where all valves of the cylinder including the valve in which the abnormality is detected are closed, and fuel supply and ignition to the cylinder in which the abnormality is detected are stopped. Then, an abnormality detection flag FFAIL indicating that abnormality has been detected is set to "1" (step S19), and
This processing ends.

If no abnormality of the actuator 11 is detected in step S12, the valve behavior abnormality detecting section 9
Then, it is determined whether an abnormality in the valve behavior has been detected (step S14). And
If an abnormality has been detected, the process proceeds to step S18, and if not, an abnormality detection flag FFAI has been detected.
It is determined whether L is already set to "1" (step S15). When FFAIL = 0, the present process is immediately terminated. When FFAIL = 1,
That is, when returning from an abnormal state to a normal state,
The initial suction of the valve is performed to shift the valve to the closed state (step S16), the abnormality detection flag FFAIL is returned to “0” (step S17), and the process ends.

According to the processing shown in FIG. 5, all the intake and exhaust valves of the cylinder having the valve in which the abnormality is detected are closed and the fuel supply to the cylinder is stopped. It is possible to prevent a situation in which the gas is exhausted to deteriorate the exhaust characteristics or deteriorate the exhaust system catalyst.
By stopping the ignition, power consumption can be reduced.

When the valve that has become abnormal for some reason returns to the normal state, the valve is normally suctioned after the initial suction of the valve that has returned to the normal state, that is, after the valve body 12 is moved to the fully closed position. Return to the operation (step S1
5, S16), the initial position of the valve body after the return can be determined, and the subsequent valve operation control can be performed accurately.

FIG. 6 shows an engine operation control, more specifically, a process for determining the opening / closing valve timing of the intake valve and the exhaust valve, the fuel injection amount, the fuel injection timing, and the ignition timing according to the request of the driver of the vehicle. This is a flowchart.
In synchronization with the generation of the TDC signal pulse.

In step S21, the engine operation parameters detected by the various sensors are read, and then the required load PWREQ is calculated according to the engine speed NE and the accelerator opening ACC (step S22). More specifically, the engine speed NE and the accelerator opening ACC
The required load PWREQ is calculated by searching the PWREQ map set according to the above. The PWREQ map is set such that the required load PWREQ increases as the engine speed NE increases and as the accelerator opening ACC increases.

In a succeeding step S23, it is determined whether or not the abnormality detection flag FFAIL is "1".
= 0 and no abnormality is detected, the operation mode is set to the normal operation mode, and the required load PWCYL for each cylinder is set.
Is set to 1/4 of the required load PWREQ (step S
25), and proceed to step S28.

On the other hand, when FFAIL = 1 and an abnormality is detected, the required load PWREQ is changed to the full load PWMA.
It is determined whether it is smaller than 1/2 of X (step S2).
4) When PWREQ <PWMAX / 2, the operation mode is set to the cylinder deactivation mode. In cylinder deactivation mode,
Deactivate a predetermined cylinder corresponding to the cylinder in which the abnormality is detected, that is, close all the intake valves and exhaust valves, stop fuel injection and ignition, and operate each of the two cylinders. The load PWCYL is set to の of the required load PWREQ. In the cylinder deactivation mode, when the abnormality detection cylinder is the # 1 cylinder, the # 4 cylinder is set to the deactivated cylinder, when the abnormality detection cylinder is the # 2 cylinder, the # 3 cylinder is set to the deactivated cylinder, and the abnormality detection cylinder is set to the deactivated cylinder. When the cylinder is the # 3 cylinder, the # 2 cylinder is set as the idle cylinder, and when the abnormality detection cylinder is the # 4 cylinder, the # 1 cylinder is set as the idle cylinder.
As described above, when the required load PWREQ is smaller than 1/2 of the full load PWMAX, an engine output equal to the required load PWREQ can be obtained by operating the two cylinders. By stopping the operation of the cylinder (cylinder whose stroke is shifted by two strokes from the cylinder in which the abnormality occurs), the fluctuation of the engine rotation can be reduced, and the deterioration of drivability can be suppressed.

In step S24, PWREQ ≧ PWMAX
If it is / 2, the operation mode is set to the three-cylinder correction mode, and the three cylinders other than the cylinder in which the abnormality has occurred are operated (step S27). In that case, the required load PWCYL for each cylinder is
Set to 1/3 of the required load PWREQ. However, when the required load PWREQ exceeds 75% of the full load PWMAX, PWREQ / 3 is equal to the maximum output PWCYL of each cylinder.
Since it is larger than MAX, in that case, PWCYL
= PWCYLMAX. Thus, the required load PWR
When the EQ is large, the output of the three cylinders to be operated can be minimized by increasing the output of the three cylinders to be operated so as to satisfy the required load PWREQ as much as possible by setting the three cylinder correction mode.

In step S28, the control parameters of the cylinders operated in accordance with the operation mode and the output PWCYL of each cylinder, that is, the opening and closing timings of the intake and exhaust valves, the fuel injection timing, the fuel injection amount, and the ignition timing Is calculated. That is, in the cylinder deactivation mode and the three-cylinder correction mode, it is necessary to increase the output per cylinder as compared with the normal operation mode. Therefore, the opening timing of the intake valve and the exhaust valve is set to be more advanced than the normal operation mode, The valve closing timing is set on the retard side. Further, the fuel injection amount is set to an increase side from the normal operation mode. Further, the fuel injection timing and the ignition timing are also set to values corresponding to the increased required load PWCYL for each cylinder. The control parameters are calculated in consideration of the engine speed NE, the engine coolant temperature TW, the battery voltage VB, and the like.

FIG. 7 is a time chart for explaining the cylinder deactivation mode. At time t1, the exhaust valve 1E1
Of the exhaust valve 1E1 at time t2.
Is shown as an example. In this figure, ignition is performed at the point indicated by an upward arrow. During the occurrence of an abnormality, the exhaust valve 1E1 is out of step and the position of the valve element depends on the nature of the abnormality.

As described above, when an abnormality occurs in the exhaust valve 1E1 of the # 1 cylinder, the intake valves 1I1, 1I2 and the exhaust valve IE2 other than the exhaust valve 1E1 of the # 1 cylinder are closed (closed state). Is maintained), and the fuel injection and ignition corresponding to the # 1 cylinder are stopped, and the # 4 cylinder is set as the idle cylinder. In the # 2 cylinder and # 3 cylinder, the opening / closing valve timing of the intake valve and the exhaust valve is controlled so that the output increases from the normal operation mode.

FIG. 8 is a time chart for explaining the three-cylinder correction mode. The mode of occurrence of the abnormality is the same as that of FIG. 7, and the abnormality of the exhaust valve 1E1 is detected at time t1.
An example is shown in which the exhaust valve 1E1 returns to normal at time t2. In this example, the cylinders # 2 to # 4 in which no abnormality is detected are the working cylinders. That is, unlike the example of FIG. 7, in this case, the # 4 cylinder is also operated together with the # 2 and # 3 cylinders, and control is performed so that the engine output that matches the required load PWREQ or the closest engine output is obtained. .

As described above, in this embodiment, when an abnormality is detected in the behavior of the actuator 11 or the valve body 12, all the valves of the cylinders provided with the valve in which the abnormality is detected are closed, and the cylinder is closed. Supply of fuel to the engine 10 and ignition, and a required load PWREQ for the engine 10 is stopped.
The output of the working cylinder is increased according to
Deterioration of drivability due to a decrease in engine output can be minimized.

In this embodiment, the actuator 11 corresponds to the electromagnetic driving means, the actuator abnormality detecting section 8 and the valve behavior abnormality detecting section 9 correspond to the abnormality detecting means, and the accelerator opening sensor 31 corresponds to the required load detecting means. I do.

The present invention is not limited to the embodiment described above, and various modifications are possible. For example, the number of cylinders of the engine is not limited to four cylinders, but can be applied to engines having two or more cylinders. In general, when the number of cylinders is an even number N of 4 or more, the determination in step S24 of FIG. Is the required load PWCYL = PWREQ / (N−2) for each cylinder, the three cylinder correction mode is (N−1) cylinder correction mode, and the required load PWCYL = PWREQ / (N
-1). When the number of cylinders is an odd number M of 2 or 3 or more, the cylinder deactivation mode is eliminated, only the cylinders in which abnormality is detected are stopped, and (M-1) cylinders are operated. (M-1) cylinder correction mode And

In the above-described embodiment, an example is shown in which both the intake valve and the exhaust valve are electromagnetically driven.
The present invention is also applicable to a case where only one of the intake valve and the exhaust valve is electromagnetically driven. In that case, the valve that is not electromagnetically driven of the cylinder in which the abnormality is detected cannot be kept closed, but the valve that is electromagnetically driven is closed.
By stopping the fuel injection, it is possible to prevent blow-through of unburned gas.

[0042]

As described in detail above, according to the first aspect of the present invention, when an abnormality is detected by the abnormality detection means, the cylinder is driven by the electromagnetic drive means having the valve in which the abnormality is detected. And the supply and ignition of fuel to the cylinder are stopped, so that deterioration of exhaust characteristics due to blow-through of unburned gas and the like can be prevented. Since the operation of the cylinders is controlled, the output of the normal cylinders is controlled to be increased according to the required load, so that the deterioration of the operability due to the decrease of the engine output can be minimized.

According to the second aspect of the present invention, when the valve in which the abnormality is detected becomes recoverable, the opening and closing operation of the valve is restarted after the initial suction of the valve is performed. The state can be determined and accurate operation control can be performed.

[Brief description of the drawings]

FIG. 1 is a sectional view showing a structure of an electromagnetically driven intake valve according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a configuration of an internal combustion engine including an electromagnetically driven intake valve and an exhaust valve and a control device thereof.

FIG. 3 is a block diagram illustrating a configuration of an actuator abnormality detection unit illustrated in FIG. 2;

FIG. 4 is a block diagram illustrating a configuration of a valve behavior abnormality detection unit illustrated in FIG. 2;

FIG. 5 is a flowchart of a fail-safe process for an abnormality detection cylinder.

FIG. 6 is a flowchart of an engine operation control process for controlling the opening / closing timing of an intake valve and an exhaust valve, a fuel injection amount, and the like.

FIG. 7 is a time chart for explaining the processing of FIG. 6;

FIG. 8 is a time chart for explaining the processing of FIG. 6;

[Explanation of symbols]

1I1,1I2,2I1,2I2,3I1,3I2,4
I1, 4I2 Intake valve 1E1, 1E2, 2E1, 2E2, 3E1, 3E2, 4
E1, 4E2 Exhaust valve 5 Fuel injection valve 6 Spark plug 7 Electronic control unit 8 Actuator abnormality detector (abnormality detector) 9 Valve behavior abnormality detector (abnormality detector) 10 Internal combustion engine 11 Actuator (electromagnetic drive unit) 31 Accelerator open Degree sensor (required load detection means)

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Akio Imura 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Koichi Ikoma 1-4-1 Chuo, Wako-shi, Saitama 3G084 BA13 BA15 BA16 BA23 CA04 DA26 DA27 DA33 EA11 EB24 FA00 FA02 FA03 FA18 FA20 FA33 FA36 FA38 FA39 3G092 AA11 BA10 BB01 BB10 CA04 CA07 CA09 CB04 CB05 DA07 DF05 EA09 EB08 FB05 FB06 GA06 HA04Z HA08Z HA11Z HD10Y HE01Z HE03Z HE04Z HE05Z HE08Z HF02Z HF08Z HF19Z 3G301 HA07 HA19 JA02 JA21 JA33 JB02 JB07 JB08 JB09 KA09 LA00 LA07 LC01 LC10 MA11 MA24 NA05 PE03 PE01 PE03 PE01 PE13 PE01 Z08

Claims (2)

[Claims] An electromagnetic drive means for opening and closing at least one of an intake valve and an exhaust valve of an internal combustion engine by an electromagnetic force, and detecting abnormality of the electromagnetic drive means or abnormality of behavior of a valve driven by the electromagnetic drive means. A control device for an internal combustion engine, comprising: an abnormality detection means; and a required load detection means for detecting a required load on the engine, comprising, when an abnormality is detected by the abnormality detection means, a valve detecting the abnormality. A valve for an internal combustion engine, comprising closing a valve of the cylinder driven by the electromagnetic drive means, stopping supply of fuel to the cylinder, and controlling normal operation of the cylinder in accordance with the required load. Control device. 2. The internal combustion engine according to claim 1, wherein when the valve in which the abnormality is detected becomes recoverable, the on-off valve operation is restarted after executing the initial suction of the valve. Control device.