JP2002256831A - Intake and exhaust valve driving device and its controlling method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the electrical power consumption on valve driving from increasing as well as provide an intake and exhaust valve driving device of internal combustion engine capable of controlling the valve timing during engine operation, and a valve lift at arbitrary quantity and its controlling method. SOLUTION: An armature having upper and lower magnetic pole teeth alternatively installing the upper magnetic pole tooth provided to an armature iron core, a first magnetic pole and a second magnet pole provided at both sides of the armature iron core and the first magnetic pole, and a lower magnetic pole tooth provided to the second magnetic pole having a previously determined gap with the upper magnetic pole tooth in parallel, and a needle installed between the gaps by the armature current are moved so as to control the opening and closing of the suction and exhaust valve by the movement of the needle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an intake / exhaust valve driving apparatus for performing opening / closing drive control of an intake / exhaust valve of an engine by electromagnetic force and a control method thereof.

[0002]

2. Description of the Related Art Conventionally, there has been proposed a system in which intake and exhaust valves of an internal combustion engine are driven electrically from a cam drive system. According to the method of electrically driving the intake and exhaust valves, a camshaft and a timing belt for driving the cam are not required, and the valve timing can be easily changed. Valve opening and closing timing can be set. This gives
Since the amount of air taken into the engine can be controlled by the valve operation, this method is advantageous for output characteristics, exhaust characteristics, and fuel consumption characteristics.

As a method of electrically driving the intake and exhaust valves, there is, for example, a method disclosed in Japanese Patent Application Laid-Open No. 2000-179733. This is a method in which electromagnetic actuators using electromagnets are arranged in the valve opening direction and valve closing direction, and by controlling the energization of each electromagnet, the movable parts arranged between them are attracted to open and close the valve. It is.

Further, there is a method disclosed in Japanese Patent Application Laid-Open No. 3-105006. This has a movable element having a plurality of magnetic poles connected to an intake / exhaust valve of an engine, and an excitation coil for exciting a fixed magnetic pole arranged opposite to the movable element. It is a driving device for moving.

Further, there is a method disclosed in Japanese Patent Application Laid-Open No. 2-259221. This method also has a movable magnetic pole and a fixed magnetic pole, and controls the polarity of one of the magnetic poles to operate the accelerating means particularly during the valve opening operation.

[0006]

However, the electromagnetically driven variable valve device as shown in the above prior art has the following problems. That is, in the conventional method, it is necessary to supply a high current of about 10 A to the coil in the electromagnet in a very short time in order to attract the movable portion to both electromagnets. Therefore, there is a problem that the power consumption becomes very large.
In order to realize such a high voltage and a high current when an automobile battery is used as a power source, a drive unit including a large-capacity power switch is required, which inevitably increases the cost. Further, there are also problems such as difficulty in supplying electric power when the engine rotates at a high speed.

In the conventional method, the gap between the valve-opening electromagnet and the valve-closing electromagnet arranged with the movable portion interposed therebetween causes
Since the valve lift amount is uniquely determined, precise air amount control is difficult particularly under operating conditions of the engine for which the air amount is to be reduced, for example, at low speed and low load conditions such as idling operation.

SUMMARY OF THE INVENTION In view of the above-mentioned problems of the prior art, it is an object of the present invention to prevent an increase in power consumption at the time of driving a valve and to control valve timing and valve lift during engine operation to arbitrary values. It is an object of the present invention to provide an intake / exhaust valve driving device for an internal combustion engine and a control method thereof.

[0009]

The above object can be attained by the following means. An intake / exhaust valve driving device for driving at least one of an intake valve and an exhaust valve of an internal combustion engine, comprising: an armature core; and first and second magnetic poles provided on both sides of the armature core. An upper magnetic pole tooth attached to the first magnetic pole, and a lower magnetic pole tooth attached to the second magnetic pole provided with a predetermined gap from the upper magnetic pole tooth, the first magnetic pole tooth being provided in parallel with the first magnetic pole tooth. An armature formed by alternately disposing longitudinally the lower magnetic pole teeth attached to the magnetic poles and the upper magnetic pole teeth provided with the lower magnetic pole teeth and the gap and attached to the second magnetic pole. A mover provided so as to be movable between the gaps, the N pole and the S pole are alternately arranged, and the opening / closing control of an intake valve or an exhaust valve is performed by the movement; and a wound armature winding of the armature core. Is characterized by having That.

[0010] Further, a movable element whose position is controlled by a current supplied to the armature winding or a direction of the supplied current. The mover is a stem of the intake valve or the exhaust valve. A connection device for connecting the mover with the stems of the intake valve and the exhaust valve; A pressure sensor in the combustion chamber for correcting the supply current according to the pressure in the combustion chamber. It is characterized in that an engine cooling water temperature sensor for correcting the supply current based on the engine temperature is provided.

Also, in an intake / exhaust drive control method in which an intake valve or an exhaust valve is opened and closed by a permanent magnet and an electromagnetic force, first and second magnetic poles are provided on both sides in the longitudinal direction of an armature core, and one of the magnetic poles is provided. The upper magnetic pole teeth and the other lower magnetic pole teeth are arranged alternately in the longitudinal direction of the armature core with a predetermined gap provided, and the mover moving between the gaps alternately changes the N pole S pole of the permanent magnet. The control method is characterized by controlling the armature current of an armature winding wound around the armature and controlling the opening / closing of the intake valve or the exhaust valve by moving the mover.

Further, the magnitude of the current supplied to the armature winding or the direction of the supplied current is controlled to control the opening and closing of the intake valve or the exhaust valve. The magnitude of the current supplied to the armature winding is corrected based on the detected combustion chamber pressure or engine temperature. The magnitude of the current supplied to the armature winding is set to a value smaller than the current value normally driven before the valve is seated, or to provide a period in which the current flows in a direction opposite to the flowing direction of the normal current. It is characterized in that the supply is controlled.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram of an engine to which an intake / exhaust valve driving device according to a first embodiment of the present invention is attached.

As shown in FIG.
4, an intake port 4 and an exhaust port 5 are provided in the combustion chamber 10 surrounded by the piston 12 and the cylinder head 44.
Are connected to each other, and the intake port 4 is controlled by the intake valve 3a.
The exhaust port 3 is used as a passage opening / closing means with respect to the combustion chamber by the exhaust valve 3b, respectively. Stem portions of the intake valve 3a and the exhaust valve 3b are provided with drive devices 101a and 101b for the respective valves. Have been.

In this embodiment, the intake valve 3a and the exhaust valve 3b
Although the drive devices 101a and 101b are attached to both of them, a configuration provided in only one of them may be used. Further, as the power source of the driving device in this embodiment, a linear motor constituted by armatures 102a and 102b that generate magnetic poles and movers 103a and 103b that operate in the intake and exhaust valve driving direction is used.

In FIG. 1, the engine equipped with the intake / exhaust valve driving device of the present invention is of an in-cylinder injection type.
The present invention may be applied to a port injection type engine that injects fuel into the intake port 4. 2a and 2b are drive units for driving the valves on the intake side and the exhaust side. 1 is a battery. 9 is a fuel injection valve, 11 is a piston ring, 1
Reference numeral 2 denotes a piston, 13 denotes a connecting rod, 8 denotes an engine coolant temperature sensor, 10 denotes a combustion chamber, 6 denotes an exhaust pipe, and 7 denotes a catalyst.

FIG. 2 shows an outline of a linear motor used in the present invention. FIG. 2 shows the entire armature 17. 23
Is a magnetic pole, 19a is an upper magnetic pole tooth of the magnetic pole 23, 18b is a lower magnetic pole tooth of the magnetic pole 23, 20 is a magnetic pole, 19b is a lower magnetic pole tooth of the magnetic pole 20, 18a is an upper magnetic pole tooth of the magnetic pole 20, 17 is an armature, and 22 is an armature. Armature winding, 21 is an armature core, 15 is a mover, 16 is a permanent magnet, 8 is an upper magnetic pole tooth 19 a of a magnetic pole 23.
And the gap between the lower magnetic pole teeth 19b of the magnetic pole 20 (or the lower magnetic pole teeth 18b of the magnetic pole 23 and the upper magnetic pole teeth 18a of the magnetic pole 20), and Ps is the pole pitch of the center of adjacent magnetic pole teeth on the same magnetic pole surface. Therefore, 19a and 19b constitute the first magnetic pole teeth, and 18a and 18b constitute the second magnetic pole teeth.

The armature 17 is provided with magnetic poles 23 and 20 on both sides of an armature core 21 at the bottom thereof. The armature 17 has a U-shaped cross section and a straight elongated armature core 21 which is open upward. 22 is wound. The armature iron core 21 has two magnetic poles 23 and 20. The magnetic pole 23 has upper magnetic pole teeth 19a protruding toward the magnetic pole 20 on its upper surface.
It has a lower magnetic pole tooth 18b, and the magnetic pole 20 has a magnetic pole 2 on its upper surface.
3, lower magnetic pole teeth 19b, upper magnetic pole teeth 1
8a. That is, the protrusion (2n-1) of the magnetic pole 23
The (m = 1, 2, 3,?) Magnetic pole tooth is the upper part, (2n)
The third (n = 1, 2, 3,?) Magnetic pole teeth are extended in two stages, upper and lower, so as to be at the bottom.

Contrary to the magnetic pole 23, the protruding (2n-1) -th magnetic pole teeth of the magnetic pole 20 are located at the lower part, and the (2n) -th (n = 1, 2, 3,?) Magnetic pole teeth are located at the upper part. And stretch it in two steps. If the entire upper magnetic pole teeth from the magnetic pole 23 and the magnetic pole 20 are defined as an upper magnetic pole surface, and the entire lower magnetic pole tooth is defined as a lower magnetic pole surface, the magnetic pole surfaces where the magnetic poles 23 and the magnetic poles 20 face each other are alternately positioned at the upper and lower two places. It becomes a structure that can be given.

Here, the first upper magnetic pole teeth 19a and the lower magnetic pole teeth 19b are defined as a first opposing portion, and the second lower magnetic pole teeth 18b and the upper magnetic pole teeth 18a are defined as a second opposing portion. I do. Therefore, the armature structure is such that the (2n-1) th is the first facing portion and the (2n) th is the second facing portion.

When a fixed gap 8 is provided between the upper magnetic pole teeth and the lower magnetic pole teeth of each of the opposing portions, and a movable element 15 having magnetism is passed through the gap 8, the movable element 15 is sandwiched between the first opposing portions. Further, a structure is formed in which the mover 15 is sandwiched between the second facing portions.

With the above arrangement, the magnetic flux flows vertically between the upper and lower magnetic pole teeth alternately between the upper and lower magnetic pole teeth in the gap between the upper magnetic pole teeth and the lower magnetic pole teeth of each opposing portion of the linear motor of the present embodiment. An armature unit is formed, and the mover moves relatively through the gap.

The flow of the magnetic flux in the linear motor of the present embodiment flows from the upper magnetic pole teeth to the permanent magnet N pole of the mover 15,
By flowing through the S pole to the lower magnetic pole teeth and flowing from the lower magnetic pole teeth through the permanent magnet S pole and the N pole of the mover 15 to the upper magnetic pole teeth, the magnetic flux of the magnetic circuit of the effective magnetic flux is generated. The path becomes shorter, the magnetic resistance becomes smaller, the effective magnetic flux increases,
In addition, since the leakage magnetic flux is reduced, the electromagnetic force can be effectively used as the valve driving force.

Further, in the linear motor of this embodiment, the magnetic pole teeth of the armature 17 are provided at upper and lower two places, and the movable element 15 relatively moves between the upper magnetic pole tooth and the lower magnetic pole tooth. If the distance from the center to the upper and lower magnetic pole teeth is the same, the attractive force acting on the mover 15 and the upper magnetic pole teeth and the mover 1
5 and the magnitude of the attraction force acting on the lower magnetic pole teeth are the same,
In addition, since the direction in which the suction force acts is opposite, the total suction force cancels out to zero. For this reason, the attractive force between the magnetic pole teeth of the mover 15 and the armature 17 can be reduced, and a simpler support mechanism is advantageous.

FIG. 3 is a schematic diagram showing a case where the linear motor shown in FIG. 2 is applied to the intake / exhaust valve driving device of this embodiment.
In FIG. 3, 26 is a ferromagnetic material, 25 is a non-magnetic material, 27
Is an armature that generates an electromagnetic force, and 24 is a drive shaft.

In the embodiment shown in FIG. 3A, the drive shaft 24 corresponds to the stem of the valves 3a and 3b. A magnetic body 26 and a non-magnetic body 25 are provided outside the drive shaft 24.
The drive shaft 24, the magnetic body 26, and the non-magnetic body 25 are integrally formed, and are driven as the mover 15 of the motor.

FIG. 3B is a cross-sectional view taken along the line AA ′ of FIG. 3A assuming that the drive shaft 24 is inserted, and also shows a state in which the armature coil 22 is wound. It is. The armature 27 has a linearly elongated armature core, that is, a movable element 15 (here, the drive shaft 2) that is open in a U-shape in cross section and opens upward.
4), the coil 22 is wound in the longitudinal direction, and when a current flows through the coil 22, an induced electromotive force is generated,
Coil 22 wound around drive shaft 24 (15 roles of mover)
, That is, in the valve driving direction. At this time, if the direction of current flow is reversed, an induced electromotive force acts in a direction opposite to the current valve driving direction. By utilizing this property, it is possible to control the opening / closing operation of the intake / exhaust valve.

FIG. 4 shows an example of the relationship between the drive signal and the supply current waveform in the intake / exhaust valve driving device of FIG. Particularly, the upper three stages are the valve lift amount 29 and the drive signal 3
0 shows the basic relationship of the thrust 32 of the valve. The supply current is controlled by the drive signal 30, and the valve propulsion is controlled, for example, as a signal 32. The left side shows the signal relationship for the valve opening operation, and the right side shows the signal relationship for the valve closing operation.

Further, the induced electromotive force in such a linear motor is proportional to the supplied current value. Thus, depending on the thrust required to drive the intake valve 3a or the exhaust valve 3b, thus supplying current. Signal 29 in FIG.
As shown in the figure, when the lift amount of the intake valve 3a or the exhaust valve 3b is lifted from a state of 0 to a predetermined value, that is, when the valve is driven to open, the thrust required for driving the valve is relatively large in the early stage of driving. The driving speed increases. That is, as the inertial force of the valve increases, the thrust required for driving the valve may be smaller.

Therefore, the value of the current supplied to the driving device 101a or 101b is controlled to be relatively large at the beginning of driving and to be gradually reduced. Further, the supply current is controlled so that the valve thrust has a form like the signal 32 so as to reduce the impact at the target lift amount or to reach the target value without hunting or the like at the target lift amount.

When the lift reaches a predetermined value, the mover 10
3a and 103b and the holding force of the magnetic flux of the permanent magnets installed on the armatures 102a and 102b can be used, so that the current supply amount can be reduced to zero as shown in FIG. , Extra power consumption can be avoided. At this time, in order to generate a larger holding force, a current is supplied to the drive device 101a or 101b, and the flow direction is changed as shown in (a), (b) or (c) of FIG. You may. In contrast to (a), in cases (b) and (c), current control is performed on the negative side of the supply current as shown in the figure so that a soft opening operation of the valve can be performed (left side).

Similarly, in the case of the valve closing operation, the positive side waveform of the supply current is controlled to, for example, FIGS. 4B and 4C so that a soft closing operation of the valve can be similarly obtained (FIG. 4B). Right).

Also, due to the effect of the permanent magnet, even when a current is not supplied to the electromagnetic force generating device 102a or 102b, such as in a trouble such as a vehicle failure, the valve is maintained at a predetermined valve lift. At the same time, it has the advantage that it can avoid such problems. In FIG. 4, reference numeral 29 denotes a valve lift. The left side shows the lift amount during the valve opening operation, and the right side shows the lift amount during the valve closing operation. 30 is a drive signal for the drive unit,
With the signal of 30, the current 32 actually supplied to the coil is controlled.

Next, when the lift amount is reduced from a predetermined value to zero, that is, when the valve is driven to close, the drive is started from a stationary state, as in the case of opening the valve. The current is supplied to the driving device 101a or 101b, and the current is controlled so as to gradually decrease. Basically, the supply current waveform is as shown in FIG.

However, when the valve lift becomes zero, that is, when the valve drive speed is high when seated on the valve seat, the impact force at the time of collision between the valve and the valve seat increases,
Problems such as generation of abnormal noise and deterioration of valves and valve seats occur. Therefore, the current value supplied to the driving device immediately before the seating may be controlled as the supply current signal 34 in FIG. 4B to realize a smooth valve seating. At this time, when the valve drive speed is high, that is, when the inertia force of the valve is relatively large, the direction of flow of the current supplied to the drive device 101a or 101b is reversed to greatly reduce the inertia force of the valve. Therefore, it is possible to control so as to achieve a smooth seating.

The supply current signals 33 and 35 in FIG. 4 also show supply current waveforms. In the case of the supply current signal 33, the impact of sitting is relatively large, and in the case of the supply current signal 35 (FIG. 4, (c)), the impact of sitting is relatively small.

FIG. 5 shows the relationship between the pressure in the combustion chamber and the current supplied to the linear motor of the present invention during the valve-opening drive. If the pressure inside the combustion chamber 10 is high when the valve is open,
It is necessary to open the valve against the pressure, and a higher current value is required than when the pressure in the combustion chamber 10 is low. Therefore, when the valve is opened, the pressure in the combustion chamber 10 is detected by the in-cylinder pressure detection means 38 shown in FIG. 6, and the value of the supplied current and the direction of flow are determined based on the detected pressure. In this embodiment, an in-cylinder pressure sensor is used as the in-cylinder pressure detecting means 38.

FIG. 7 shows the relationship between the temperature of the engine cooling water and the current supplied to the linear motor of the present invention during the valve-opening operation. Generally, the magnetic force decreases as the temperature of the magnetic field increases. FIG. 7 shows the correction of the decrease in the magnetic force due to the temperature, and the vertical axis shows the correction coefficient of the current value or the supply current, and shows the relationship of the correction of the current value according to the engine temperature. Since the same phenomenon occurs in the intake / exhaust valve driving device 101a or 101b of the present invention, the driving device 101a or 101b is used in accordance with the output value of the cooling water temperature sensor 8 shown in FIG. Correction control is performed on the value of the current supplied to 101b and the direction of flow.

At this time, as shown in FIG.
A new cooling device 39 may be provided around 1a or 101b. When cooling is performed using a refrigerant, the driving device 101a or 10
The value of the current supplied to 1b and the direction of flow may be determined. Needless to say, the relationship between the engine cooling water temperature during the valve closing drive and the supply current to the intake / exhaust valve driving device 101a or 101b of the present invention is the same as that during the valve opening drive.

FIG. 9 shows an embodiment in which the intake and exhaust valve driving device of the present invention shown in FIG. 1 is applied.

In the first embodiment, the valve stem is used as the mover of the electromagnetic force generating device. However, in the embodiment shown in FIG. 9, the mover 42 and the valve stem 41 are separate bodies, and Connected by a device 40. Therefore, the mover 42 can be made of a strong magnetic material, and a conventional valve structure and material can be used.
In combination with the control method described in the first embodiment, it is possible to achieve more efficient use of electric power and lower costs. Further, at this time, as shown in FIG. 10, a configuration may be employed in which a spring 43 is disposed before and / or after the valve driving device to assist the driving force.

Since the linear motor used in the intake / exhaust valve driving device of the present invention has less magnetic flux leakage than the conventional linear motor, by using this as an electromagnetic force generating device, the torque required for valve driving with low power can be reduced. Obtainable.
Further, it is possible to drive the valve with high efficiency. In addition, since the driving force or the driving direction of the valve can be continuously controlled by the current value or the current flowing direction, an arbitrary valve lift amount or valve timing can be easily made compared with the conventional driving device. Can be controlled.

[0043]

According to the present invention, since the linear motor has a small amount of leakage magnetic flux, the valve can be driven with relatively low power.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an engine to which an intake / exhaust valve driving device according to a first embodiment of the present invention is attached.

FIG. 2 is a schematic diagram of a linear motor used in the present invention.

FIG. 3 is a schematic diagram when the linear motor shown in FIG. 2 is applied to the intake / exhaust valve driving device of the first embodiment.

4 is a diagram showing an example of a relationship between a drive signal and a supply current waveform in the intake / exhaust valve driving device of FIG.

FIG. 5 is a diagram showing the relationship between the pressure in the combustion chamber and the current supplied to the linear motor of the present invention during valve-opening drive.

FIG. 6 is a diagram showing an engine configuration when an in-cylinder pressure detecting means is attached to the intake / exhaust drive device of FIG. 1;

FIG. 7 is a diagram showing a relationship between an engine coolant temperature and a supply current to a linear motor according to the present invention at the time of valve-opening drive.

FIG. 8 shows an engine configuration diagram when a cooling device is attached to the intake / exhaust drive device of FIG.

FIG. 9 is a view showing an intake / exhaust valve driving device according to a second embodiment of the present invention.

FIG. 10 is a configuration diagram in a case where a spring is added to the intake / exhaust valve driving device according to the second embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Battery 2a ... Valve drive drive unit (intake side) 2b ... Valve drive drive unit (exhaust side) 3
a ... intake valve 3b ... exhaust valve 4 ... intake port 5 ... exhaust port 7 ... catalyst 8 ... engine cooling water temperature sensor 9 ...
Fuel injection valve 11: piston ring 15: mover 1
8a: Upper magnetic pole teeth of magnetic pole 20 18b: Lower magnetic pole teeth of magnetic pole 23 20: Magnetic pole 23: Magnetic pole 24: Drive shaft 25
... Non-magnetic material 26 ... Magnetic material 101a ... Intake valve drive device 101b ...
Exhaust valve driving device, 102a ... electromagnetic force generator (intake side), 102b ... electromagnetic force generator (exhaust side) 103a
… Mover (intake side) 103b… Mover (exhaust side)

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 45/00368 F02D 45/00 368S H02K 41/03 H02K 41/03 A // F16K 31/06 385 F16K 31/06 385A (72) Inventor Minoru Osuga 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Inside Hitachi, Ltd. Hitachi Research Laboratories Co., Ltd. 3G018 AB09 AB16 BA38 CA14 DA41 DA43 DA45 DA83 DA84 DA85 EA01 EA17 FA01 FA06 FA07 GA06 GA07 GA09 GA14 GA37 3G084 BA23 DA01 DA02 DA10 EC08 FA20 FA21 3G092 AA06 AA11 DA05 DA08 DG EA01 EA02 EA03 EA04 FA01 FA06 FA15 FA24 HA13X HA13Z HC01Z HE08Z 3H106 DA07 DA23 DA25 DA26 DB12 DB22 DB32 DC02 DD 03 EE22 FA07 FA08 FB02 FB11 GA15 KK17 5H641 BB10 GG02 GG04 HH03 HH07 JA02 JA07 JA11

Claims (10)

[Claims] An intake / exhaust valve driving device for driving at least one of an intake valve and an exhaust valve of an internal combustion engine, comprising: an armature core; and first magnetic poles provided on both sides of the armature core. A second magnetic pole, an upper magnetic pole tooth attached to the first magnetic pole, and a lower magnetic pole tooth attached to the second magnetic pole with a predetermined gap from the upper magnetic pole tooth. Lower magnetic pole teeth provided and attached to the first magnetic pole, and upper magnetic pole teeth provided with the lower magnetic pole teeth and the gap and attached to the second magnetic pole;
And an armature which is arranged movably between the gaps, and which has N poles and S poles arranged alternately and which controls opening and closing of an intake valve or an exhaust valve by the movement. And an intake / exhaust valve driving device, comprising: an armature winding on which the armature core is wound. 2. The intake / exhaust valve driving device according to claim 1, wherein the movable element is a movable element whose position is controlled by a supply current or a direction of the supply current to the armature winding. 3. The intake / exhaust valve driving device according to claim 2, wherein the mover is a mover constituted by a stem of the intake valve or the exhaust valve. 4. The intake / exhaust valve driving device according to claim 1, further comprising a connecting device for connecting stems of the intake valve and the exhaust valve to the mover. 5. An intake / exhaust valve driving device according to claim 2, further comprising a combustion chamber pressure sensor for correcting a supply current according to a pressure in the combustion chamber. 6. An intake / exhaust valve driving apparatus according to claim 2, further comprising an engine cooling water temperature sensor for correcting a supply current based on an engine temperature. 7. An intake / exhaust drive control method for opening and closing an intake valve or an exhaust valve of an internal combustion engine by means of a permanent magnet and an electromagnetic force, wherein first and second magnetic poles are provided on both sides in the longitudinal direction of the armature core. An upper magnetic pole tooth from one of the magnetic poles and a lower magnetic pole tooth from the other are arranged alternately in the longitudinal direction of the armature core with a predetermined gap provided, and the mover moving between the gaps is an N pole S pole of a permanent magnet. Are arranged alternately to control an armature current of an armature winding wound on the armature, and control the opening and closing of the intake valve or the exhaust valve by moving the mover. Valve drive control method. 8. The apparatus according to claim 7, wherein the magnitude of the current supplied to the armature winding or the direction of the supplied current is controlled to control the opening and closing of the intake valve or the exhaust valve. Intake and exhaust valve drive control method. 9. A method according to claim 7, wherein the magnitude of the current supplied to said armature winding is corrected based on the detected combustion chamber pressure or engine temperature. . 10. The current supply to the armature winding according to claim 7, wherein the magnitude of the current supplied to the armature winding is smaller than a current value normally driven before the valve is seated, or a flow direction of the normal current. The supply and exhaust control is performed by providing a period for flowing in the opposite direction to the above.