JP2001193508A - Internal combustion engine having solenoid operated valve - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine having a solenoid valve adjusting and maintaining a drive current applied to the solenoid valve at an optimal value without being affected by internal and external factors. SOLUTION: This internal combustion engine 1 mounted with solenoid operated mechanisms 30 and 31 functioning as intake and exhaust valves suitably selects timings with no explosive combustion occurring inside a combustion chamber 24 such as when cranking for initiating engine operation, when performing the engine operation with only a part of cylinders, when performing fuel cut, or when stopping fuel feed prior to stoppage of the engine operation for performing adjustment control of the solenoid driven mechanisms 30 and 31. On the other hand, during normal engine operation, it performs adjustment and learning of a correction value applied to external force correction control in accordance with fluctuation (external force) of an engine load.

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 provided with an electromagnetically driven valve functioning as an intake valve or an exhaust valve.

[0002]

2. Description of the Related Art Conventionally, there has been known an internal combustion engine in which intake and exhaust valves are directly driven by electromagnetic force. In this type of internal combustion engine, generally, a shaft body that linearly moves (lifts) in conjunction with each valve body is biased by a spring from both sides in the operation direction to hold the valve body at a neutral position. On the other hand, each valve is opened and closed by appropriately sucking a valve driving body (armature) integrally provided with the shaft from both sides by an electromagnet (electromagnetic coil).

[0003] In such an internal combustion engine equipped with a so-called electromagnetically driven valve, the behavior of the valve body can be freely changed only by changing the drive current which controls the attraction of the electromagnetic coil.
There are many aspects that are excellent with respect to the degree of freedom of control for changing the opening / closing timing and operation angle of each valve, the responsiveness of valve operation when moving the valve to a desired lift position, and the like.

On the other hand, unlike a valve operating mechanism in which the operation of the valve body is uniquely determined by the shape of the cam, it is necessary to appropriately control the valve operation according to the lift position.
For example, in the opening / closing operation of such an electromagnetically driven valve, the attractive force of the electromagnetic coil is directly transmitted to the armature as a driving force, so that the valve body and the armature are kept at a relatively high speed by the attractive force of the electromagnetic coil. When each is seated on a valve seat or an electromagnetic coil, vibration or noise is generated by the impact. Further, when such an opening / closing valve operation with an impact is repeated, there is a possibility that the durability of the electromagnetically driven valve itself may be reduced.

To solve such a problem, for example, Japanese Patent Application Laid-Open
The device described in Japanese Patent No. 159313 adjusts and controls the timing and the like including the energizing time when energizing the electromagnetic coil when operating the electromagnetically driven valve, and the valve body is smooth before reaching the seating point. To slow down.

[0006]

However, for such control of valve operation adjustment, in addition to the internal factors of the electromagnetically driven valve itself, which depend on the amount and timing of the drive current, the attraction force of the electromagnetic coil. The influence of external factors such as a force (external force) acting from the outside against the urging force of the spring and the spring, for example, a combustion pressure generated by combustion of the air-fuel mixture in the combustion chamber cannot be ignored.

However, in the apparatus described in the above-mentioned publication, since the adjustment control of the valve operation corresponding to the presence or absence of an external factor is not performed, the reliability with respect to the obtained control amount (energization timing and the like) is not sufficient. It wasn't.

The present invention has been made in view of such circumstances, and a purpose thereof is to provide an internal combustion engine having an electromagnetically driven valve, in which a driving current to be supplied to the electromagnetically driven valve is internally controlled. It is an object of the present invention to provide an internal combustion engine that adjusts and maintains an optimum value without being affected by external and external factors.

[0009]

In order to achieve the above object, a first aspect of the present invention provides a valve body which is displaced between one displacement end and another displacement end, and an electromagnet which drives the valve body. In an internal combustion engine having an electromagnetically driven valve having current supply means for supplying a current to the electromagnet as at least one of an intake valve and an exhaust valve, when the engine is in a non-combustion state, the drive of the valve body is performed. A gist of the present invention includes a driving state detecting unit that detects a state, and a current waveform determining unit that determines a current waveform of a current supplied to the electromagnet based on the detected driving state.

Preferably, the driving state detecting means detects a driving state of the valve body when the engine is in a cranking state. Further, the engine has a plurality of cylinders, and the drive state detecting means is configured to control an electromagnetically driven valve of the cylinder in the non-combustion state when at least one of the plurality of cylinders is in a non-combustion state. , It is preferable to detect the driving state.

It is preferable that the driving state detecting means detects the driving state when the engine is executing a fuel cut. Preferably, the driving state detecting means detects the driving state after stopping the fuel supply when the engine stops operating.

According to the above configuration, when determining the waveform of the current supplied to the electromagnet, the optimum basic waveform determined by the physical and mechanical characteristics of the electromagnetically driven valve is determined by the influence of an external force generated by combustion accompanying engine operation. Will be able to make decisions without receiving

According to a second aspect of the present invention, there is provided a valve body displaced between one displacement end and the other displacement end, an electromagnet for driving the valve body, and current supply means for supplying a current to the electromagnet. In an internal combustion engine having, as at least one of an intake valve and an exhaust valve, an electromagnetically driven valve comprising: a driving state detecting means for detecting a driving state of the valve element; and a supply to the electromagnet based on the detected driving state. Current waveform determining means for determining the current waveform of the current to be performed, external force detecting means for detecting an external force acting on the valve element when the driving state of the valve element is detected, and the determined current waveform, The gist of the present invention includes a storage unit that stores a learning value corresponding to the detected external force, and a correction unit that corrects the determined current waveform based on the stored learning value.

According to the above configuration, the physical and electromagnetic characteristics of the electromagnetically driven valve
It is possible to accurately correct mechanical characteristics over time, including the effects of disturbance factors. The above configurations can be combined as much as possible.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the present invention is applied to an internal combustion engine equipped with an electromagnetically driven valve will be described below with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of an internal combustion engine equipped with an electromagnetically driven valve according to an embodiment of the present invention. The internal combustion engine 1 shown in FIG. 1 is a four-cycle gasoline engine including a plurality of cylinders 21 and a fuel injection valve 32 for directly injecting fuel into each cylinder 21.

The internal combustion engine 1 includes a cylinder block 1b in which a plurality of 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 as an engine output shaft is rotatably supported by the cylinder block 1b. The crankshaft 23 is connected to a piston 22 slidably mounted in each cylinder 21.

Above the piston 22, a combustion chamber 2 surrounded by a top surface of the piston 22 and a wall surface of the cylinder head 1a is provided.
4 are formed. An ignition plug 25 is attached to the cylinder head 1a so as to face the combustion chamber 24. The ignition plug 25 is connected to an igniter 25a for supplying a drive current to the ignition plug 25. In the vicinity of the igniter 25a in the combustion chamber 24, an in-cylinder pressure sensor 24
a is provided. The in-cylinder pressure sensor 24a is connected to the combustion chamber 2
And outputs a detection signal corresponding to the pressure in 4.

An opening end of two intake ports 26 and an opening end of two exhaust ports 27 are formed in the cylinder head 1a so as to face the combustion chamber 24, and the fuel holes are formed so that the injection holes thereof face the combustion chamber 24. An injection valve 32 is attached.

Each intake port 26 of the internal combustion engine 1 communicates with each branch pipe of an intake branch pipe 33 attached to the cylinder head 1a of the internal combustion engine 1. The intake branch pipe 33 is connected to a surge tank 34 for suppressing intake pulsation. An intake pipe 35 is connected to the surge tank 34, and the intake pipe 35 is connected to an air cleaner box 36 for removing dust, dust and the like in the intake air.

An air flow meter 44 that outputs an electric signal corresponding to the mass of fresh air flowing through the intake pipe 35 (mass of intake air) is attached to the intake pipe 35. At a position downstream of the air flow meter 44 in the intake pipe 35, a throttle valve 39 for adjusting the flow rate of intake air flowing through the intake pipe 35 is provided.

The throttle valve 39 includes a throttle motor 40 for driving the throttle valve 39 to open and close according to the magnitude of the applied power, and a throttle actuator for outputting an electric signal corresponding to the opening of the throttle valve 39. A position sensor 41 and an accelerator position sensor 43 mechanically connected to the accelerator pedal 42 and outputting an electric signal corresponding to the operation amount of the accelerator pedal 42
And are attached.

Each exhaust port 27 of the internal combustion engine 1
It communicates with each branch pipe of the exhaust branch pipe 45 attached to the cylinder head 1a. The exhaust branch pipe 45 is provided with the exhaust purification catalyst 4.
The exhaust pipe 47 is connected to a muffler (not shown) on the downstream side.

An air-fuel ratio sensor 48 for outputting an electric signal corresponding to the air-fuel ratio of the exhaust flowing through the exhaust branch 45, in other words, the air-fuel ratio of the exhaust flowing into the exhaust purification catalyst 46, is attached to the exhaust branch 45. Have been.

The exhaust gas purifying catalyst 46 is, for example, a hydrocarbon (H) contained in the exhaust gas when the air-fuel ratio of the exhaust gas flowing into the exhaust gas purifying catalyst 46 is a predetermined air-fuel ratio near the stoichiometric air-fuel ratio.
C), a three-way catalyst for purifying carbon monoxide (CO) and nitrogen oxides (NOx). When the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 46 is a lean air-fuel ratio, nitrogen oxidation contained in the exhaust gas A storage-reduction NOx catalyst that occludes a substance (NOx) and reduces and purifies while releasing the stored nitrogen oxides (NOx) when the air-fuel ratio of the inflowing exhaust gas is a stoichiometric air-fuel ratio or a rich air-fuel ratio; The selective reduction type NOx catalyst for reducing and purifying nitrogen oxides (NOx) in the exhaust gas when the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst 46 is in an oxygen excess state and a predetermined reducing agent is present, or as described above. It is a catalyst obtained by appropriately combining various catalysts.

A crank position sensor 51 comprising a timing rotor 51a attached to an end of the crankshaft 23 and an electromagnetic pickup 51b attached to a cylinder block 1b near the timing rotor 51a detects a rotation phase of the crankshaft 23. By outputting a corresponding electric signal, the crank angle and the engine speed can be grasped. Further, a water temperature sensor 52 attached to the cylinder block 1b detects the temperature of the cooling water flowing through a cooling water passage 1c formed inside the internal combustion engine 1.

On the other hand, each open end of the intake port 26 is opened and closed by an electromagnetically driven valve (intake valve) 28 supported movably on the cylinder head 1a. Electromagnetic drive mechanism 30 provided in 1a (hereinafter referred to as intake-side electromagnetic drive mechanism 30)
Is driven to open and close.

Each open end of the exhaust port 27 is an electromagnetically driven valve (exhaust valve) supported by the cylinder head 1a so as to be able to move forward and backward.
The exhaust valves 29 are opened and closed by an electromagnetic drive mechanism 31 (hereinafter referred to as an exhaust-side electromagnetic drive mechanism 31) provided in the cylinder head 1a. .

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. 2 is a side sectional view schematically showing the internal structure of the intake-side electromagnetic drive mechanism. As shown in FIG. 2, the intake-side electromagnetic drive mechanism 30 includes an intake valve 28 provided near the head of the combustion chamber 24, a first core 301 and a second core 302 surrounding the outer periphery of the intake valve 28. And a housing 300 further surrounding the outer circumferences of the first core 301 and the second core 302.

The housing 300 is a hollow non-magnetic material having a cylindrical shape. The intake valve 28 is provided on the top surface 300 b of the housing 300.
, A valve shaft 28b extending from the bottom surface 300c, a valve body 28a fixed to an end of the valve shaft 28b extending from the bottom surface 300c, and a valve shaft 28b fixed to an end of the valve shaft 28b extending from the top surface 300b. And a lift amount detection plate 28c.

A cylindrical cover 300a, which covers the entire top surface 300b including the lift amount detection plate 28a, is mounted on the top surface 300b of the housing 300. 30a
Is drooping. The intake side gap sensor 30a includes a detection element that faces the lift amount detection plate 28c with a predetermined gap (gap) G1, and outputs a detection signal corresponding to the distance between the detection element and the lift amount detection plate 28c.

The first core 301 and the second core 302 are soft magnetic materials having an outer diameter substantially the same as the inner diameter of the housing 300. The first core 301 and the second core 302 are arranged in series in the housing 300 with a predetermined gap G2 therebetween. A through hole (hollow portion) is formed at the center of each shaft so as to surround the outer periphery of the shaft 28b with a certain gap. A first electromagnetic coil 303 is buried in a portion of the first core 301 that faces the gap G2, and a second electromagnetic coil 304 is buried in a portion of the second core 302 that also faces G2. .

The first core 301 and the second core 302
In the gap G2 therebetween, there is a valve driving body (armature) 305 provided around the valve shaft 28b. This armature 30
Reference numeral 5 denotes a first spring 306 held in a hollow portion of the first core 301 and a hollow portion of the second core 302 made of a disc-shaped soft magnetic material having an outer diameter substantially equal to the inner diameter of the housing 300. And the second spring 307 held in the axial direction. The biasing force of the first spring 306 and the second spring 307 is set to be balanced when the armature 305 is located at a position between the first core 301 and the second core 302 in a predetermined gap.

A portion of the valve shaft 28b extending from the bottom surface 300c of the housing 300 is supported by a cylindrical valve guide 201 provided on the cylinder head 1a so as to be able to move forward and backward. Then, the intake port 26 is opened and closed by the valve body 28a at the end seating or separating from the valve seat 200 provided at the opening end of the intake port 26 in the combustion chamber 24.

The length of the valve shaft 28b in the axial direction is such that the armature 305 has the first core 301 at a predetermined gap G2.
When held at an intermediate position between the second core 302 and
That is, when the armature 305 is in the neutral state, the valve body 28a is set to be held at a position intermediate between the fully open side displacement end and the fully closed side displacement end (hereinafter, referred to as a middle open position). I do.

In the intake-side electromagnetic drive mechanism 30 configured as described above, when the drive current (instruction current) is not supplied to the first electromagnetic coil 303 and the second electromagnetic coil 304, the armature 305 is in the neutral state. Accordingly, the valve body 28a is held at the middle open position.

When a drive current is applied to the first electromagnetic coil 303 of the intake-side electromagnetic drive mechanism 30, the armature 305 is placed between the first core 301, the first electromagnetic coil 303 and the armature 305. An electromagnetic force is generated in the direction of displacing toward the core 301.

On the other hand, when a command current is applied to the second electromagnetic coil 304 of the intake-side electromagnetic drive mechanism 30, the second core 3
02, the second electromagnetic coil 304 and the armature 305, an electromagnetic force is generated in a direction to displace the armature 305 toward the second core 302.

Accordingly, in the intake-side electromagnetic drive mechanism 30, the instruction current is alternately applied to the first electromagnetic coil 303 and the second electromagnetic coil 304, so that the armature 30 is driven.
5, the valve body 28a is driven to open and close. At this time, it is possible to control the opening / closing timing and the opening amount of the intake valve 28 by changing the timing of supplying the instruction current to the first electromagnetic coil 303 and the second electromagnetic coil 304 and changing the magnitude of the instruction current. It becomes possible.

The internal combustion engine 1 configured as described above includes:
An electronic control unit (ECU) for controlling the operating state of the internal combustion engine 1
20).

The ECU 20 includes an in-cylinder pressure sensor 24a, an intake side gap sensor 30a, and an exhaust gap sensor 31.
a, throttle position sensor 41, accelerator position sensor 43, air flow meter 44, air-fuel ratio sensor 48, crank position sensor 51, water temperature sensor 52
And the like are connected via electric wiring, and the output signal of each sensor is input to the ECU 20.

An igniter 25a, an intake-side electromagnetic drive mechanism 30, an exhaust-side electromagnetic drive mechanism 31, a fuel injection valve 32, and the like are connected to the ECU 20 via electric wiring.
The drive control unit 20 controls the igniter 25a, the fuel injection valve 32, the intake-side electromagnetic drive mechanism 30, the exhaust-side electromagnetic drive mechanism 31, and the like via various drive circuits using output signal values of various sensors as parameters.

Here, as shown in FIG.
CPU 4 interconnected by a bidirectional bus 400
01, ROM 402, RAM 403, and backup RA
M404, an external input circuit 405, and an external output circuit 406 are provided.

The external input circuit 405 is connected to the in-cylinder pressure sensor 24.
a, outputs of various sensors such as an intake side gap sensor 30a, an exhaust side gap sensor 31a, 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 vacuum sensor 106. The signal is transmitted to the CPU 401 and the RAM 403.

The external output circuit 406 outputs a control signal output from the CPU 401 to the igniter 25a, the fuel injection valve 3
2. Transmission to various drive circuits 30b and 31b of the intake-side electromagnetic drive mechanism 30 or the exhaust-side electromagnetic drive mechanism 31;

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

The backup RAM 404 stores the internal combustion engine 1
Is a non-volatile memory that retains data even after the operation is stopped. 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 ignition timing for the ignition plug 25 of each cylinder 21. An “ignition timing control routine”, a “throttle opening control routine” for determining the opening of the throttle valve 39, and a “variable” for appropriately selecting some of all the cylinders of the internal combustion engine 1 to perform combustion. Various application programs such as a "cylinder control routine" and a control map are stored.

Further, the ROM 402 stores a "(intake valve) opening amount control routine" for controlling the intake valve 28 to a desired opening amount (lift amount), and sets the exhaust valve 29 to a desired opening amount (lift amount). When the intake and exhaust valves 28 and 29 are opened or closed, the electromagnetic coil 30 incorporated in each of the electromagnetic drive mechanisms 30 and 31 is controlled.
A "current adjustment control routine" for controlling the waveform of the current supplied to the 3,304 and the like; further, an "engine start-time current adjustment control routine" for executing this current adjustment control routine at an appropriate timing; It stores a "variable cylinder control current adjustment control routine", a "fuel cut current adjustment control routine", an "engine stop current adjustment control routine", and an "engine operation current adjustment control routine". The above-described opening / closing drive of each of the electromagnetic drive mechanisms 30 and 31 is performed based on a command signal output by the ECU 20 according to these control routines.

Here, the ECU 20 controls the drive circuits 30b, 3
The drive control of each of the electromagnetic drive mechanisms 30 and 31 performed via 1b will be described using the intake-side electromagnetic drive mechanism 30 as an example. 4A to 4C show the lift amount (FIG. 4A) when the intake valve 28 attached to the intake-side electromagnetic drive mechanism 30 shifts from the open state to the closed state. The current value of the command current supplied to the electromagnetic coil 303 of FIG.
(B)) and the second electromagnetic coil 304 (FIG. 4 (b))
6 is a time chart showing how the current value of a command current supplied to the power supply changes on the same time axis, showing respective changes.

First, as shown in FIG. 4A, the intake valve 28 in a state where the armature 305 is in contact with (seated) the second electromagnetic coil (maximum lift amount) is shifted (displaced) at a predetermined timing. ) To start. Then, after accelerating to a certain extent, it rises at a predetermined speed, and then gradually decelerates to a stop when the valve is closed (minimum lift amount). By the way, when the intake valve 28 reaches the closed position,
Almost at the same time when the valve body 28a reaches (seizes) the valve seat in the cylinder 21, the armature 305 is moved to the first electromagnetic coil 30.
Reach (seated) 3

Next, as shown in FIG.
The instruction current supplied to the first electromagnetic coil 303 via the drive circuit 30b to operate the operation continues a relatively large current value I1 for a predetermined time, temporarily decreases to the current value I2,
Next, a relatively small current value I3 is continued for a predetermined time, and thereafter, a still smaller current value I4 is held.

On the other hand, as shown in FIG. 4C, the current supplied to the second electromagnetic coil 304 maintains a predetermined current value I5 until immediately before the closing operation of the intake valve 28 is started. I have. From this state, the current value I5 is decreased to the current value I6 (or the current is caused to flow in the opposite direction), whereby the intake valve 2
8 is started. After that, the current value I7 is further switched to a predetermined current value I7 (preferably a substantially “0” value).

That is, even when no current is supplied to both the electromagnetic coils 303 and 304, the armature 305
Is maintained in a neutral state. Therefore, in order to hold the intake valve 28 in the open state, the predetermined value I
The second current (holding current) needs to be supplied to the second electromagnetic coil. When the application of the holding current is interrupted (time t0), the urging force of the spring acts as a force for restoring the armature 305 to the neutral state, and the valve closing operation is started. Thereafter, at time t1, the first electromagnetic coil 30
When a predetermined amount of current I1 is supplied to the valve 3, the valve closing operation is accelerated. Thereafter, the current value is temporarily reduced to a predetermined value I3, and then the energization is continued with a relatively small current value I3, whereby the intake valve 28 is decelerated, and the valve body 28a
And the armature 305 is smoothly seated (time t
c). After seating, the suction force that overcomes the urging force of the spring that attempts to restore the armature 305 to the neutral state is first applied.
Energization of the current (holding current) of the predetermined value I4 given to the electromagnetic coil is continued until the start of the next valve opening operation.

Regarding the valve opening operation, the first electromagnetic coil 3
03 is energized in the same manner as energization of the second electromagnetic coil 304 in the valve closing operation, while energization of the second electromagnetic coil 304 is performed in the first mode in the valve closing operation.
Is performed in the same manner as the energization of the electromagnetic coil 303.

The relationship between the manner of energizing the exhaust-side electromagnetic mechanism 31 and the manner of operation of the exhaust valve 29 is the same as that of the intake-side electromagnetic mechanism 30 described above. For this reason, redundant description here is omitted.

Next, regarding the opening / closing operation of the intake valve 28, the two electromagnetic coils 303,
An outline of a procedure for controlling the amount of power to the 304 will be described with reference to a flowchart.

FIG. 5 shows the instruction current supplied to the first electromagnetic coil 303 and the second electromagnetic coil 304.
9 shows a “valve opening amount control routine” for determining a current waveform including the amount of current (current value), energization timing, and energization time.

The routine is started at the same time as the start of the internal combustion engine 1 through the ECU 20, and is executed periodically at predetermined time intervals. When the process proceeds to the routine, the ECU 20 first determines in step S101 whether a request to open or close the intake valve 28 has occurred. This determination is repeated until any request is generated, and the process proceeds to step S102 when a valve opening request or a valve closing request is generated.

In step S102, the operation mode of the intake valve 28 including the target valve opening or closing timing and the displacement speed of the valve body 28a, and the operation of the intake valve 28 such as the pressure in the combustion chamber 24, for example. Is determined based on output signals of various sensors such as the in-cylinder pressure sensor 24a.

In the following step S103, an instruction is made by referring to a map (not shown) based on the disturbance element grasped in the previous step S102 so that the intake valve 28 performs the valve opening operation or the valve closing operation in the target operation mode. Calculate the various elements that make up the current waveform of the current.

Here, the various elements constituting the current waveform of the instruction current are the current value I described with reference to FIG.
It means the magnitude of the values of 0, I1, I2, I3, I4, I5, I6 and I7, the switching timing between the current values, and the like.

Finally, the ECU 20 proceeds to step S10
In step 4, the command current having the waveform determined in step S3 is supplied to the first electromagnetic coil 303 and the second electromagnetic coil 3
04.

During the operation of the engine, the intake valve 2
The valve body 28a of 8 (same for the exhaust valve 29) reciprocates continuously in a predetermined displacement section (see also FIG. 4).

Incidentally, each of the electromagnetic coils 30 as described above
By controlling the current waveform of the command current supplied to the third and third 304, the control results include the opening / closing timing of the intake valve 28, the average displacement speed of the intake valve 28, and acceleration / deceleration during the displacement. And the driving state (the control target) such as the degree of seating and the seating speed.

For example, in the opening / closing operation of the internal combustion engine, the intake valve 28 accelerates quickly after starting the displacement operation at a desired timing and smoothly decelerates immediately before the seating point (corresponding to time tc in FIG. 4). In addition to optimally maintaining the operating state of No. 1 above, the valve body 28a and the armature 305 receive a shock at the time of sitting which is received by a displacement regulating member (for example, the valve seat 200 and the electromagnetic coils 303 and 304) existing at each displacement end. You can relax.

The current waveform of the command current corresponding to the optimum driving state of the intake valve 28 depends in part on the physical and mechanical characteristics of the intake-side electromagnetic drive mechanism 30. And
It is known that such physical and mechanical characteristics also fluctuate due to subtle changes during continuous engine operation.

Therefore, the ECU 20 determines the current waveform of the command current applied in step S103 (FIG. 5) of the "valve opening amount control routine" in the intake side electromagnetic drive mechanism 30.
Adjustment control for storing the optimum basic waveform determined by the physical and mechanical characteristics of the device and updating it appropriately.

Hereinafter, the first electromagnetic coil 303 and the second electromagnetic coil 304 are used to optimize the driving state of the intake valve 28.
A specific procedure of control for adjusting the current waveform of the instruction current supplied to the power supply will be described with reference to a flowchart.

FIG. 6 shows the opening / closing operation of the intake valve 28. Immediately after starting the opening / closing operation of the intake valve 28, the first electromagnetic coil 303 (see FIG. 2) built in the intake-side electromagnetic drive mechanism 30 is energized. Current values I1 to I6 of the indicated currents and their switching timings (see FIGS. 4B and 4C)
Adjustment Control Routine (R2
00).

This routine is executed after the internal combustion engine 1 is started.
It is executed at an appropriate timing by U20. When the process proceeds to the routine, first, in step S201, the ECU 20 sends an instruction current for forming a predetermined current waveform to the first electromagnetic coil 303 and the second electromagnetic coil 304.
, The intake-side electromagnetic drive mechanism 30 is driven to perform the valve opening operation or the valve closing operation of the intake valve 28 once.

In the following step S202, regarding the valve opening operation or the valve closing operation of the intake valve 28 performed this time, the average displacement speed of the intake valve 28, the degree of acceleration / deceleration during the displacement, and the seating speed are determined. Understand the driving state.

In grasping these driving states, the output signal of the intake side gap sensor 30 is detected at a very short time interval during the entire process in which the intake valve 28 is displaced. Further, by processing each signal by a differentiating circuit or the like (not shown), the displacement speed and the average speed of the intake valve 28 at each position including the seating speed, the seating timing (seating point) which is the end point of the displacement operation, and the like. Of the drive state is grasped.

In step S203, various driving states of the intake valve 28 grasped in step S203 are determined.
A deviation from a preset target value is calculated. And E
In step S204, the CU 20 determines whether or not the deviation is within a predetermined allowable range. If the determination is affirmative, the process proceeds to step S206, where the current value of the command current applied this time is applied. The waveform is updated as the latest value, and this is stored as a learning value to leave a history.

On the other hand, if the judgment in step S205 is negative, the flow shifts to step S205, where the "shift" is determined.
To correct the current waveform of the instruction current.
In the correction process, the amount of current supplied to the first electromagnetic coil 303 or the second electromagnetic coil 304 after the various elements forming the current waveform, that is, the valve opening request or the valve closing request is generated, is changed to the instruction current values I1 and I5. This is performed by appropriately changing any one or a combination of a plurality of instruction current start timings, the magnitude of each of the instruction current values I1 to I6, the energization time, and the like.

After completing the correction processing in step S205, the ECU 20 returns the processing to step S201, and outputs the first current with the indicated current having the corrected current waveform.
By energizing the electromagnetic coil 303 and the second electromagnetic coil 304, the intake-side electromagnetic drive mechanism 30 is driven again.

The series of processes in steps S201 to S205 are repeated until it is determined in step S204 that the deviation amount has fallen within the allowable range.
Now, after updating and learning the latest value of the current waveform of the instruction current in step S206, the ECU 20 proceeds to step S207, where the physical and
A temporal change in mechanical characteristics is confirmed, and if an abnormality occurs in such characteristics, this is determined. Specifically, the history of the learning value learned in step S206 for a predetermined number of times is compared, and the learning value monotonically increases or decreases at a relatively large rate of change, or a preset upper limit. When the latest value exceeds the lower limit value or when the lower limit value is exceeded, it is determined that there is a possibility that an abnormality has occurred in the mechanism 30 itself, and the driver is notified by turning on a warning light or the like. For example, the operation state of the internal combustion engine 1 is switched to the limp-home mode.

After the processing in step S207, the EC
U20 once ends this routine. According to the control procedure described above, the internal combustion engine 1 according to the present embodiment has the current waveform of the command current for driving the intake-side electromagnetic drive mechanism 30 (also the exhaust-side electromagnetic drive mechanism 31) mounted on the engine. Is appropriately adjusted and controlled.

Incidentally, the above-mentioned "current adjustment control routine"
However, as described above, the adjustment control is mainly performed to correct a temporal change in the physical and mechanical characteristics of the electromagnetic drive mechanism. Therefore, it is desirable to execute such adjustment control as frequently as possible in order to maintain a preferable operation of the electromagnetic drive mechanism. On the other hand, in the case of the intake-side electromagnetic drive mechanism 30, for example, it is desirable to eliminate disturbance elements having large fluctuations with respect to the displacement operation of the intake valve 28 in order to secure sufficient reliability in the adjustment control.

For example, if such adjustment control is performed during normal engine operation of the internal combustion engine 1, the intake valve 28 is only affected by the external pressure (combustion pressure) due to the explosive combustion of the air-fuel mixture in the combustion chamber 24. Instead, it may be difficult to secure sufficient accuracy for the adjustment control due to the fluctuation of the combustion pressure in each cycle.

Therefore, the internal combustion engine 1 according to the present embodiment
Are the combustion when starting the engine operation, when operating the engine with only some cylinders, when cutting the fuel, and when stopping the fuel supply prior to stopping the engine operation. The timing at which explosive combustion does not occur in the chamber 24 is appropriately selected and the adjustment control is executed.

Hereinafter, a specific control procedure in the case where the processing content of the “current adjustment control routine” R200 (FIG. 6) is executed at each of the above timings for the intake-side electromagnetic drive mechanism 30 will be described with reference to a flowchart.

First, FIG. 7 shows an "engine start-time current adjustment control routine" for executing the instruction current adjustment control at the time of cranking prior to the start of the internal combustion engine 1. This routine is started by the ECU 20 at the same time as the driver turns on the power of the ignition switch ("ON"), and is periodically executed at predetermined time intervals.

When the processing shifts to the same routine, the ECU 2
First, in step S301, prior to the self-sustaining operation of the internal combustion engine 1, it is determined whether or not a starter (not shown) for forcibly rotating the crankshaft 23 is being driven. If the determination is positive, step S302
Then, if the judgment is negative, the routine once exits.

In step S302, the internal combustion engine 1
It is determined whether the first explosion combustion (first explosion) has occurred in any of the cylinders. Whether or not explosive combustion has occurred in the cylinder (combustion chamber) can be easily determined, for example, from a change in the detection signal from the in-cylinder pressure sensor 24a. If the determination in step S302 is negative, the current waveform of the indicated current is adjusted and controlled according to a control procedure equivalent to the “current adjustment control routine” R200. Then, the ECU 20 once ends the processing in this routine. On the other hand, if the determination in step S302 is affirmative, the process directly exits this routine.

By executing the processing contents of the "current adjustment control routine" at the time of cranking prior to starting the engine, the intake valve 28 is not affected by the explosion combustion (combustion pressure) accompanying the engine operation. Thus, sufficient reliability can be ensured for the adjustment control.

Next, FIG. 8 shows a "variable cylinder control-time current adjustment control routine" for executing the instruction current adjustment control when the internal combustion engine 1 is performing variable cylinder control. here,
Variable cylinder control refers to control for changing the number of cylinders actually driven during operation of the internal combustion engine 1 in accordance with a required generated torque of the engine. In other words, during the variable cylinder control, a cylinder that is not driven (hereinafter referred to as a deactivated cylinder) does not supply fuel or ignite into its combustion chamber 24 and does not explode.

In this routine, such a deactivated cylinder is appropriately determined, and the processing content of the “current adjustment control routine” is executed only for the electromagnetic drive mechanism provided in the cylinder. The routine is started through the ECU 20 after the internal combustion engine 1 is started, and is periodically executed at predetermined time intervals.

When the processing shifts to the same routine, the ECU 2
0 first determines in step S401 whether or not variable cylinder control is currently being executed. If the determination is affirmative, the process proceeds to step S402, and if the determination is negative, the process exits from this routine.

In step S402, it is determined which of the cylinders of the internal combustion engine 1 corresponds to the deactivated cylinder, and the intake-side electromagnetic drive mechanism 3 of the cylinder determined to be the deactivated cylinder is determined.
Only for 0, the current waveform of the command current is adjusted and controlled according to a control procedure equivalent to the “current adjustment control routine” R200. Then, the ECU 20 once ends the processing in this routine.

As described above, when the idle cylinder control is executed, the processing content of the “current adjustment control routine” is executed only for the idle cylinder, whereby the explosive combustion (combustion pressure) accompanying the engine operation is performed.
, And sufficient reliability can be ensured for the adjustment control without affecting the intake valve 28.

Next, FIG. 9 shows a "fuel cut current adjustment control routine" for executing the instruction current adjustment control when the internal combustion engine 1 is performing fuel cut. Here, the fuel cut is a well-known control mode in which the fuel supply is temporarily stopped during the operation of the engine. This is executed by the ECU 20 according to a separate routine (not shown) when the generated torque is suppressed. During the execution of the fuel cut, no fuel is supplied into the combustion chamber 24, so that no explosive combustion occurs.

This routine is executed by the ECU after the internal combustion engine 1 is started.
20 and is periodically executed at predetermined time intervals. When the process proceeds to the routine, the ECU 20 first determines in step S501 whether or not a fuel cut is currently being performed. If the determination is affirmative, the intake-side electromagnetic drive mechanism 30
The current waveform of the indicated current is adjusted and controlled according to a control procedure equivalent to the “current adjustment control routine” R200. Then, the ECU 20 once ends the processing in this routine.

On the other hand, if the determination in step S501 is negative, the ECU 20 directly exits this routine. In this way, by executing the processing content of the “current adjustment control routine” at the time of fuel cut, the intake valve 28 is not affected by the explosion combustion (combustion pressure) associated with the engine operation, and is sufficient for the adjustment control. Reliability can be secured.

Next, FIG. 10 shows an "engine stop-time current adjustment control routine" for executing the adjustment control of the command current when the internal combustion engine 1 stops the engine operation. This routine is started through the ECU 20 at the same time as the driver turns on the power to the ignition switch, and is periodically executed at predetermined time intervals.

When the processing shifts to this routine, the ECU 2
In step S601, it is determined whether the power of the ignition switch is turned off. And
If the determination is affirmative, the process proceeds to step S602, and if the determination is negative, the process temporarily exits this routine.

In step S602, it is determined whether the supply of fuel to the internal combustion engine 1 has been stopped. If the determination is affirmative, the ECU 20 sets the intake-side electromagnetic drive mechanism 3
For 0, the current waveform of the indicated current is adjusted and controlled according to a control procedure equivalent to the “current adjustment control routine” R200, and the processing in this routine is temporarily terminated. On the other hand, step S6
If the determination at 02 is negative, the ECU 20 directly exits this routine.

Incidentally, after the adjustment control of the intake-side electromagnetic drive mechanism 30 according to the present routine is completed, or when the engine speed of the internal combustion engine 1 falls below a predetermined value, the ECU is activated.
20 is an intake-side electromagnetic drive mechanism 30 according to a separate routine.
Stop driving. By stopping the drive of the electromagnetic drive mechanism, the engine operation of the internal combustion engine 1 is completely stopped.

As described above, when the engine operation of the internal combustion engine 1 is stopped, the driver turns off the ignition switch ("O").
FF ”), after the fuel supply is stopped and before the mechanical operation of the engine is stopped, the processing content of the“ current adjustment control routine ”is executed, so that the explosion combustion ( (Combustion pressure) is not affected by the intake valve 28, and sufficient reliability can be ensured for the adjustment control.

As described above, regarding the intake-side electromagnetic drive mechanism 30,
Although the control procedure for executing the processing contents of the “current adjustment control routine” R200 (FIG. 6) at each timing has been described, the exhaust-side electromagnetic drive mechanism 31 also performs the same operation at the same timing and the same control procedure as the instruction current. It is assumed that the current waveform is adjusted and controlled.

Next, the internal combustion engine 1 according to the present embodiment
However, a description will be given of the control for executing the processing content of the current adjustment control routine “R200 (FIG. 6) during normal engine operation (except for the case where only mechanical engine operation is performed without explosion combustion as described above)”. I do.

During the operation of the internal combustion engine 1, for example, when the intake-side electromagnetic drive mechanism 30 is driven, the current waveform of the indicated current depends on parameters (such as the pressure in the combustion chamber 24) that affect the operation of the intake valve 28. As described in the “valve opening amount control routine” (see FIG. 5), it is determined by referring to the map based on such disturbance elements after grasping the disturbance.

In this case, various parameters (for example, the instruction current I1) that determine the current waveform of the instruction current are preset on the map so as to be uniquely calculated from the appropriately quantified disturbance elements. The quantified disturbance element referred to here is, for example, the position (lift amount) of the intake valve 28, an external force received by the intake valve 28 calculated based on a detection signal of the in-cylinder pressure sensor 24a, and the like. In other words, not only the physical and mechanical characteristics of the electromagnetic drive mechanism, but also the basic waveform of the indicated current in consideration of the external force and the like (disturbance elements governed by fluctuations in the engine load) received by the intake valve 28 during the operation of the engine. Is determined, an appropriate drive current (instruction current) suitable for the occasional operation state is supplied to the electromagnetic drive mechanism.

When the degree (area) of the disturbance element fluctuates, the influence of the change over time in the physical and mechanical characteristics of the electromagnetic drive mechanism on the relationship between the command current and the drive state of the electromagnetic drive mechanism is affected. Will also be different.

Therefore, in the internal combustion engine 1 of the present embodiment, the basic waveform of the command current set on the map is set so as to correspond to the desired driving state of the electromagnetic driving mechanism by changing the degree of the disturbance element during the engine operation. Area) is appropriately updated as an optimum value.

Hereinafter, a specific control procedure in the case where the processing content of the “current adjustment control routine” R200 (FIG. 6) for the intake-side electromagnetic drive mechanism 30 is executed during engine operation of the internal combustion engine 1 will be described with reference to a flowchart. I do.

FIG. 11 shows an "engine operation-time current adjustment control routine" for executing the instruction current adjustment control when the internal combustion engine 1 is operating. The routine is started through the ECU 20 at the same time as the start of the internal combustion engine 1, and is periodically executed at predetermined time intervals.

When the processing shifts to the same routine, the ECU 2
In step S701, it is determined whether or not the internal combustion engine 1 is currently operating, that is, whether or not all the cylinders continue the normal engine operation cycle including the explosion combustion stroke. If the determination is affirmative, the process proceeds to step S702, and if the determination is negative, the process temporarily exits this routine.

In step S702, the intake valve 28
Is calculated based on, for example, the position (lift amount) of the intake valve 28, the detection signal of the in-cylinder pressure sensor 24a, and the like.

In the following step S703,
Applying each component of the current waveform of the command current stored in advance on the map so as to correspond to the degree of the external force (the command current value, or a correction element added to the basic amount of the command current value, etc.) The side electromagnetic drive mechanism 30 is driven.

Subsequently, the ECU 20 adjusts and controls the current waveform of the instruction current for the intake-side electromagnetic drive mechanism 30 in accordance with the same control procedure as the “current adjustment control routine” R200. Learn as the latest value corresponding to the required external force. In other words, the command current value (or the correction factor added to the basic amount of the command current value) on the map, which is set in advance, is updated according to the degree of the external force.

For example, FIG. 12 shows an example of a graph showing the relationship between the indicated current value I1 set on the map and the degree of the external force of the intake valve 28. As shown in FIG. 12, on the map, the optimum instruction current value I1 tends to increase as the external force increases. Incidentally, when the designated current value I1 is updated in this routine, the slope, the position, and the like of the curve S indicating the relationship between the two are changed on the map. Further, not only the command current value I1, but also other parameters that determine the current waveform of the command current, a control map that stores optimum values according to the degree of the external force is easily prepared and updated.

After the step S703, the ECU 2
A value of 0 ends the processing of this routine once. Thus E
The CU 20 executes the processing contents of the “current adjustment control routine” even during the operation of the internal combustion engine 1, and obtains the components of the basic waveform of the obtained instruction current (the values of the respective instruction currents I1 to I6 and the energization timings). At this time is learned as a learning value (the latest value on the map) according to the degree of the external force (disturbance element) received by the intake valve 28. By sequentially updating the values on the control map in such a control manner, the basic waveform of the command current is
It becomes possible to appropriately correct the physical and mechanical characteristics of the electromagnetic drive mechanism, including the influence of disturbance factors, in accordance with the temporal change.

In the above routine, the "current adjustment control routine" R20 for the intake-side electromagnetic drive mechanism 30 is performed.
Although the control procedure for executing the processing content of 0 (FIG. 6) has been described, it is assumed that the exhaust-side electromagnetic drive mechanism 31 adjusts and controls the current waveform of the command current in accordance with the same timing and the same control procedure. .

In the present embodiment, the intake gap sensor 30a and the exhaust gap sensor 31a attached to the top surfaces of the intake side electromagnetic drive mechanism 30 and the exhaust side electromagnetic drive mechanism 31, respectively, allow a predetermined displacement range to be set. , The operation state of the intake valve 28 and the exhaust valve 29, that is, the driving state of each mechanism is detected. On the other hand, for example, by attaching a well-known acceleration sensor to each of the mechanisms 30 and 31 directly or in the vicinity of each mechanism, the vibration energy is detected, and the valve body or the armature is attached to the electromagnetic coil or the valve seat at the displacement end. From the magnitude of the impact at the time of collision, it is also possible to obtain information on the operation mode such as the seating speed of each valve 28, 29.

Each of the electromagnetic drive mechanisms 30, 31 employed in the present embodiment has an electromagnetic coil at each of the two displacement ends where the armature is displaced, and separately has two springs. In order to hold the armature at the neutral position, the armature is urged in directions facing each other. On the other hand, along the direction of displacement of the armature, the spring urges the armature only from one side, and a regulating member that regulates the displacement of the armature is provided on the other side. Each electromagnetic drive mechanism may be configured to dispose an electromagnet so that an attractive force acts on the armature only in the facing direction.

The internal combustion engine 1 employed in the present embodiment has a plurality of cylinders 21 and a four-cycle gasoline engine having a fuel injection valve 32 for directly injecting fuel into each cylinder 21. However, the present invention is not limited to this, and the present invention can be applied to other internal combustion engines such as a single cylinder engine, an engine that injects fuel into an intake path, a diesel engine, and the like.

In particular, in the internal combustion engine 1 equipped with an electromagnetic drive mechanism capable of controlling the operation of the intake valve and the exhaust valve with high accuracy, such as the electromagnetic drive mechanisms 30 and 31 according to the present embodiment, the throttle valve A system configuration (so-called throttleless system) that operates the internal combustion engine 1 only by opening and closing the intake valve and the exhaust valve without providing the 39 may be applied.

[0120]

According to the first aspect of the present invention, with respect to the determination of the current waveform supplied to the electromagnet, the optimum basic waveform determined by the physical and mechanical characteristics of the electromagnetically driven valve is determined by the combustion accompanying the engine operation. The determination can be made without being affected by the generated external force.

According to the second aspect of the invention, it is possible to accurately correct the physical and mechanical characteristics of the electromagnetically driven valve over time, including the influence of disturbance factors.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of an internal combustion engine having an electromagnetically driven valve according to the present invention.

FIG. 2 is a side sectional view showing an internal structure of an intake-side electromagnetic drive mechanism employed in the embodiment.

FIG. 3 is an exemplary block diagram showing an electrical configuration of an ECU employed in the embodiment.

FIG. 4 is a time chart showing changes in a lift amount, a command current supplied to a first electromagnetic coil, and the like when an intake valve shifts from an open state to a closed state;

FIG. 5 is a flowchart showing a valve opening amount control procedure according to the embodiment;

FIG. 6 is an exemplary flowchart illustrating a current adjustment control procedure according to the embodiment;

FIG. 7 is a flowchart showing a procedure for controlling the current adjustment at the time of engine start according to the embodiment;

FIG. 8 is a flowchart showing a procedure for controlling current adjustment during variable cylinder control according to the embodiment;

FIG. 9 is a flowchart showing a fuel cut current adjustment control procedure according to the embodiment;

FIG. 10 is a flowchart showing a procedure for controlling the current adjustment when the engine is stopped according to the embodiment;

FIG. 11 is a flowchart showing a current adjustment control procedure during engine operation according to the embodiment;

FIG. 12 is a graph showing a relationship between a command current value and an external force received by an intake valve on a control map employed in the embodiment.

[Explanation of symbols]

 Reference Signs List 1 internal combustion engine 1a cylinder head 1b cylinder block 1c cooling water passage 20 ECU 21 cylinder 23 crankshaft 24 combustion chamber 24a cylinder pressure sensor 25 spark plug 25a igniter 26 intake port 27 exhaust port 28 intake valve 28a valve body 28b valve shaft 29 exhaust valve 30 Intake side electromagnetic drive mechanism 30a Intake side gap sensor 30b Drive circuit 31 Exhaust side electromagnetic drive mechanism 31a Exhaust side gap sensor 31b Drive circuit 32 Fuel injection valve 33 Intake branch pipe 34 Surge tank 35 Intake pipe 36 Air cleaner box 39 Throttle valve 40 Throttle Actuator 41 Throttle position sensor 42 Accelerator pedal 43 Accelerator position sensor 44 Air flow meter 45 Exhaust branch pipe 46 Exhaust purification catalyst 47 Exhaust pipe 48 Air-fuel ratio sensor 51a Timing roller 51b Electromagnetic pickup 52 Water temperature sensor 105 Vacuum pump 200 Valve seat 201 Valve guide 300 Housing 301 First core 302 Second core 303 First electromagnetic coil 304 Second electromagnetic coil 305 Armature 306 First spring 307 Second Spring 400 Bidirectional bus 401 CPU 402 ROM 403 RAM 404 Backup RAM 405 External input circuit 406 External output circuit

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/20 320 F02D 41/20 320 41/36 41/36 B 43/00 301 43/00 301H 301Z 45 / 00 340 45/00 340Z 340F 340H F16K 31/06 310 F16K 31/06 310A 320 320A 385 385A F-term (reference) 3G084 AA03 BA13 BA23 CA01 CA06 CA07 DA04 EC08 FA07 FA10 FA20 FA21 FA33 FA35 FA06 AG03AA BA04 BA09 BB01 BB10 CB05 DA07 DE03S DG09 FA06 GA01 GA10 GA13 HA01X HA06X HA13X HB01X HC01X HC09X HE03X HE05X HE08X 3G301 HA04 HA07 HA19 JA11 KA01 KA16 DA26 PC01 LA07 LB04 LC01 MA03 DB02 DB12 DB26 DB32 DC02 EE22 FB07 GC29 KK17

Claims (6)

[Claims] 1. An electromagnetically driven valve comprising: a valve body displaced between one displacement end and another displacement end; an electromagnet for driving the valve body; and current supply means for supplying a current to the electromagnet. An internal combustion engine having at least one of an intake valve and an exhaust valve, wherein, when the engine is in a non-combustion state, a driving state detecting means for detecting a driving state of the valve body; A current waveform determining means for determining a current waveform of a current supplied to the electromagnet. 2. An internal combustion engine having an electromagnetically driven valve according to claim 1, wherein said driving state detecting means detects a driving state of said valve body when said engine is in a cranking state. An internal combustion engine having an electromagnetically driven valve. 3. The internal combustion engine having the electromagnetically driven valve according to claim 1 or 2, wherein the engine has a plurality of cylinders, and the driving state detecting means determines that at least one of the plurality of cylinders is a cylinder. An internal combustion engine having an electromagnetically driven valve, wherein when the engine is in a non-combustion state, the driving state of the electromagnetically driven valve of the cylinder in the non-combustion state is detected. 4. The internal combustion engine having the electromagnetically driven valve according to claim 1, wherein the driving state detection unit detects the driving state when the engine is executing a fuel cut. An internal combustion engine having an electromagnetically driven valve. 5. The internal combustion engine having the electromagnetically driven valve according to claim 1, wherein the driving state detecting means stops the operation of the engine when the engine stops supplying fuel. An internal combustion engine having an electromagnetically driven valve characterized by detecting the following. 6. An electromagnetically driven valve comprising a valve body displaced between one displacement end and the other displacement end, an electromagnet for driving the valve body, and current supply means for supplying a current to the electromagnet. An internal combustion engine having at least one of an intake valve and an exhaust valve; a driving state detecting means for detecting a driving state of the valve element; and a current waveform of a current supplied to the electromagnet based on the detected driving state. Current waveform determining means for determining, and an external force detecting means for detecting an external force acting on the valve element when the driving state of the valve element is detected, and applying the determined current waveform to the detected external force. An internal combustion engine having an electromagnetically driven valve, comprising: storage means for storing as a corresponding learning value; and correction means for correcting the determined current waveform based on the stored learning value.