JP2002038962A - Controller for internal combustion engine with turbocharger - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller for an internal combustion engine with a turbocharger, capable of achieving low fuel consumption and low pollution by controlling the revolutions of a motor of the turbocharger so as to operate the internal combustion engine in a high efficiency region of fuel consumption to be determined from the engine speed and load. SOLUTION: This controller for an internal combustion engine with a turbocharger having a motor is provided with a means for controlling the motor. The means for controlling the motor sets the upper limit load of the internal combustion engine so that load of the internal combustion engine may be within a high efficiency region of fuel consumption, and the revolutions of the motor are controlled so that the load may be not more than the upper limit load.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine equipped with a turbocharger, and more particularly to a reduction in fuel consumption and an increase in exhaust gas amount due to an increase in supercharging pressure by the turbocharger when the internal combustion engine is under a high load. The present invention relates to a control device for an internal combustion engine with a turbocharger, which makes it possible to prevent the occurrence of a combustion.

[0002]

2. Description of the Related Art At the present time when environmental protection is required, a hybrid vehicle is being developed as one of the vehicles that achieves a positive spread of low fuel consumption and low pollution. The hybrid vehicle is a vehicle having two power sources of a gasoline engine and an electric motor in one vehicle, and the power of the gasoline engine is divided into a driving force of wheels and a driving force of a generator by a power dividing mechanism. The electric power generated by the generator is used directly for driving the electric motor, and is also converted to DC by an inverter and stored in a battery. When the hybrid vehicle starts and when the vehicle is lightly loaded, the engine is stopped and the vehicle is driven by the electric motor. When the vehicle is running at a high speed, the vehicle is driven by the engine or the power of the engine and the electric motor. At times, the electric motor is driven by the wheels to function as a generator, performs regenerative power generation and stores power in the battery, and when stopped, the engine stops automatically.

[0003] According to this, according to the running state of the vehicle, the driving by the engine power and the driving by the electric motor driving force by the power supply from the battery or the like are appropriately combined to improve the efficiency, and For example, when the engine is stopped, the engine is automatically stopped to regenerate energy at the time of deceleration, thereby reducing energy loss and reducing the amount of exhausted substances by improving fuel efficiency. In order to improve the performance, a motor in which a motor selectively operated as an electric motor or a generator is added to a turbocharger is used.

The turbocharger with a motor comprises a turbine connected to an exhaust pipe, a compressor connected to an intake pipe, and a motor provided between the turbine and the compressor. The introduction of exhaust gas rotates the turbine wheel and the compressor impeller on the turbine side, supercharges the outside air and sends it to the intake pipe, and the rotation of the motor collects exhaust loss, that is, the exhaust energy of the exhaust gas. As electric energy, and in addition to driving by the engine power by the hybrid vehicle and driving by the electric motor driving force, power generation by the engine power and power generation and supercharging by the turbocharger according to the running state of the vehicle Are appropriately combined to reduce the exhaust gas and further reduce the fuel consumption.

Here, regarding the control of the turbocharger with a motor, the rotation speed of the motor of the turbocharger (the rotation speed of the turbocharger) reaches a preset excessive rotation speed in order to prevent the failure of the turbocharger. In such a case, a technique is proposed in which the power generation output of the motor of the turbocharger is increased, the load on the turbine is increased, and the rotation speed of the turbocharger is reduced,
Further, in order to achieve a target torque when the electric motor is driven by the power generation output of the turbocharger motor, when the exhaust energy is large, an engine obtained by subtracting an assist torque by the turbocharger motor from the target torque. Various techniques for outputting torque to the engine have been proposed (see, for example, JP-A-5-231162, JP-A-11-182256, JP-A-9-25828, etc.).

Further, in order to improve the driving feeling, a technology for controlling the upper limit of the rotation speed of the internal combustion engine based on the rotation speed of the electric motor of the hybrid vehicle to control the electric motor, and for preventing failure of the turbocharger. Technology for limiting the power supply to the turbocharger based on the rotational acceleration of the turbine and reducing the number of revolutions of the turbocharger, and further, for reducing the product cost, the opening / closing value of the movable blade for varying the flow rate of exhaust gas Various techniques for changing the rotation speed of the turbocharger have been proposed (for example, Japanese Patent Application Laid-Open Nos.
-11967, JP-A-11-2135, etc.).

[0007]

As a technique for reducing the amount of fuel consumed, there are various techniques for an internal combustion engine such as a lean burn engine and a direct injection engine. In the case of an engine, it can also be achieved by making the motor function as a generator and controlling the rotation speed of the turbocharger so that the exhaust energy of the exhaust gas can be recovered as electric energy to the maximum.

FIG. 19 shows the fuel efficiency derived from the relationship between the engine speed and the engine output torque. As shown, the area with high fuel efficiency is
It can be seen that the engine speed is low to medium speed, and the engine output torque is a load higher than the medium speed.

[0009] This is because when the rotational speed is low to medium or higher, the friction loss increases and the exhaust pressure increases. When the load is higher than medium, the output increases and the exhaust temperature increases. This is because, in addition to increasing the amount of fuel for preventing the ignition, the loss due to the ignition timing retard for preventing the knocking increases, while the loss due to the pumping loss increases when the load is lower than medium. Therefore, in order to achieve low fuel consumption, it is necessary to increase the frequency of operation of the internal combustion engine in the high fuel efficiency region.

FIG. 20 shows the relationship between the engine output torque and the rotation speed of the turbocharger with the motor when the engine rotation speed is kept constant. As shown in FIG. It can be seen that the engine output torque tends to increase as the rotational speed increases. This is because the intake air amount increases as the rotation speed of the turbocharger increases.

That is, in order to increase the frequency of operation in the high-efficiency region of the fuel efficiency in the turbocharged internal combustion engine equipped with the motor,
It is necessary to control the rotation speed of the turbocharger so that the engine output torque is set to a load higher than the medium load.In other words, the upper limit rotation speed of the turbocharger corresponding to the load higher than the medium load is set. By controlling the rotation speed of the turbocharger so that the rotation speed does not exceed the upper limit rotation speed, new knowledge has been obtained that fuel consumption can be reliably reduced and exhaust gas can also be reduced reliably. However, the prior art is to control the rotation speed of the turbocharger irrespective of the state of the engine, to prevent failure of the turbocharger with a motor, or to achieve a target torque, etc. It controls the rotation speed of the turbocharger, and no special consideration is given to any of the above points.

SUMMARY OF THE INVENTION The present invention has been made in view of such a problem, and an object of the present invention is to provide a turbocharger for operating an internal combustion engine in a high fuel efficiency region determined from an engine speed and a load. It is an object of the present invention to provide a control device for an internal combustion engine with a turbocharger which can achieve low fuel consumption and low pollution by controlling the rotation speed of the motor.

[0013]

In order to achieve the above object,
A control device for an internal combustion engine provided with a turbocharger having a motor according to the present invention basically includes a means for controlling the motor, and the means for controlling the motor includes a load for the internal combustion engine having high fuel efficiency. An upper limit load of the internal combustion engine is set so as to fall within the range, and the rotation speed of the motor is controlled so as to be equal to or less than the upper limit load.

In the control device for an internal combustion engine according to the present invention having the above-described configuration, when the rotation speed of the motor of the turbocharger reaches the upper limit load for the load of the internal combustion engine to fall within the high fuel efficiency region. Since the power generation output of the motor is increased to reduce the rotation speed of the motor, and the rotation speed of the motor is controlled so that the supercharging pressure does not increase excessively, the operation in a high efficiency area of fuel efficiency is performed. While maintaining
Exhaust gas energy can be recovered to the maximum and low fuel consumption, low pollution, and elimination of power shortage can be achieved.

In a specific aspect of the control apparatus for an internal combustion engine according to the present invention, the means for controlling the motor sets an upper limit rotation speed of the motor corresponding to an upper limit load of the internal combustion engine, Controlling the rotation speed of the motor to be equal to or less than the rotation speed, or the high efficiency area of the fuel efficiency, the rotation speed of the internal combustion engine is low to medium rotation speed, the load of the internal combustion engine is more than the middle It is a region at a higher load, and the upper limit rotation speed is set for each rotation speed of the internal combustion engine based on the intake air amount, or is stored in advance in the control device. .

Further, in another specific embodiment of the control device for an internal combustion engine according to the present invention, the means for controlling the motor includes means for calculating an upper limit rotation speed of the motor based on the rotation speed of the internal combustion engine; Means for calculating the number of rotations of the motor based on the signal of the rotation position detection means of the motor, means for determining whether the number of rotations of the motor has reached the upper limit number of rotations, and the turbocharger Means for calculating the torque to be generated, and means for driving the motor, comprising means for correcting the upper limit rotational speed of the motor, wherein the means for correcting the upper limit rotational speed of the motor comprises: Is the upper limit of the rotation speed, and when the load on the internal combustion engine is smaller than the upper limit load, the upper limit rotation speed is set so that the load on the internal combustion engine becomes the upper limit load. Or when the rotation speed of the motor reaches the upper limit rotation speed, and when the load on the internal combustion engine is larger than the upper limit load, the load on the internal combustion engine is reduced to the upper limit load. Lowering the upper limit rotational speed so as to be, or having a means for learning the corrected upper limit rotational speed,
Alternatively, the control device stores the upper limit rotational speed learned by the means for learning the upper limit rotational speed.

The control device is provided in a hybrid vehicle having two power sources of an internal combustion engine and an electric motor, and includes means for calculating an upper limit rotational speed of the motor of the turbocharger. Means for calculating whether or not the electric motor has power capable of powering, and calculating a lower upper limit number of revolutions based on the number of revolutions of the internal combustion engine. Means and means for calculating a high upper limit rotational speed, and means for switching the upper limit rotational speed based on a signal from a means for determining whether or not the electric motor has power capable of powering, The means for switching the upper limit rotation speed switches to the lower upper limit rotation speed when the electric motor can perform power running, and switches to the higher upper limit rotation speed when the electric motor cannot perform power running. Or the control device, when means for switching the upper limit rotational speed is switched to the rotational speed of the high maximum is characterized in that lights the fuel economy warning light.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a control device for a turbocharged internal combustion engine according to the present invention will be described in detail with reference to the drawings. FIG. 1 is an overall configuration diagram of a drive system of a hybrid vehicle including an internal combustion engine with a turbocharger having an internal combustion engine control device according to the present embodiment and an electric motor.

The hybrid vehicle 1 uses a spark-ignition four-cylinder internal combustion engine 2, an electric motor 3, and electric power generated by the electric motor 3, a vehicle alternator (motor / generator) 68, and the like. And an inverter 4 that supplies the electric power of the battery 5 to the electric motor 3 and a hybrid vehicle that controls the internal combustion engine 2 and the electric motor 3 according to the operating state of the hybrid vehicle 1 and the state of charge of the battery 5. 1 control device (control unit) 10 and the like.
, A powder clutch 9 provided between the crankshaft of the internal combustion engine 2 and the rotating shaft of the electric motor 3,
In addition to the speed change mechanism 6 provided between the electric motor 3 and the axle 8, an electronically controlled fuel injection valve (injector) 23,
The motor / generator 68 and the like are respectively driven, and the respective driving forces of the internal combustion engine 2 and the electric motor 3 are transmitted to the driving wheels 7 via the axle 8.

The electric motor 3 is a permanent magnet type synchronous motor, and receives electric power from a battery 5 via an inverter 4, while the electric power generated by the electric motor 3 is supplied from the battery via the inverter 4. 5 is charged with a required voltage. The electric motor 3 is provided with a resolver 18 as a speed sensor. In addition, the intake pipe 22
A turbocharger 70 is mounted between the exhaust pipe 64 and the turbocharger 70. The turbocharger 70 has a built-in motor 71 that selectively operates as a motor or a generator.

The control unit 10 controls the operation of the internal combustion engine 2 and the electric motor 3 according to the operating state of the hybrid vehicle 1 and the state of charge of the battery 5. That is, when the vehicle is decelerated (regenerative braking), the electric power generated by the electric motor 3 and stored in the battery 5 is replaced by the internal combustion engine 2 at the time of starting, accelerating, power shortage, etc., where exhaust gas poses a problem. Alternatively, the electric motor 3 is driven as a power source for assisting the internal combustion engine 2.

The control unit 10 includes a general control unit 11, an electric motor control unit 12, an engine control unit 13, a battery control unit 14, a brake control unit 15, a transmission control unit 16, and a clutch control unit 17. And so on.

Information such as an ignition switch 27, an accelerator switch 53, a brake, a vehicle speed sensor 55, and a voltage of a battery 5 is input to the general control unit 11, and the operation mode of the vehicle 1 is determined based on these information. Then, based on the required driving force, the target torque K *, the operation command NMG *, the voltage command VBs *, or the opening / closing command S
*, The operation command NMG * is sent to the motor control unit 12, the target torque K * is sent to the engine control unit 13, the voltage command VBs * is sent to the battery control unit 14, and the opening / closing command S * is sent to the clutch control unit 17. Output each.

The motor control unit 12 generates a PWM signal for controlling the inverter 4 on the basis of the operation command NMG * and the information on the number of rotations and the current of the electric motor 3 detected by the resolver 18, as will be described later. Generate and output. Note that the electric motor 3 is provided with the operation command
Is positive, the motor operates as a motor, and when the operation command NMG * is negative, the motor operates as a generator. Also, the motor / generator 68
Is similarly controlled according to the start request and the power generation request of the internal combustion engine 2.

The engine control unit 13 calculates a fuel injection amount, an ignition timing, and the like based on the target torque K *, the engine speed N, and the like, controls the injector 23 and the like, and controls the injector 23 and the like according to each state of the internal combustion engine 2. To control the motor 71 of the turbocharger 70. In addition, the clutch control unit 17 receives the opening / closing command S *
The electromagnetic clutch 9 that connects the internal combustion engine 2 and the motor 3 is controlled.

FIG. 2 shows the configuration of the turbocharger 70. The turbocharger 70 has a turbine side 72 having a turbine wheel 76 connected to an exhaust pipe 64, a compressor side 73 having a compressor impeller 77 connected to an intake pipe 22, and the turbine wheel 76, the compressor impeller 77, A motor 71 is provided between them.

The turbine wheel 76 is mounted on the internal combustion engine 2.
A rotational force is generated by the energy of the exhaust gas of the motor 71, and the rotational force causes a field rotor 75 of
The compressor impeller 77 is rotated to supercharge the outside air and send it to the intake pipe 22, and recover the exhaust energy of the exhaust gas as electric energy by the rotational force of the motor 71. In the vicinity of the motor 71, a rotation position sensor 78 is arranged to detect a magnetic pole position of the field rotor 75.

Then, the engine control unit 1
3 outputs an energization command to the stator 74 at an energization amount and timing such that the internal load of the internal combustion engine 2 is within the high-efficiency region of the fuel economy so that the load becomes an optimum load, and controls the rotation speed of the rotor 71, that is, the motor 71. The rotation speed of the provided turbocharger 70 is detected, and the turbocharger 70 is controlled by the general control unit 11 and the engine control unit 13 based on the rotation speed and load according to each state of the internal combustion engine 2. .

FIG. 3 shows the overall configuration of a control system including the internal combustion engine 2 and its control unit 13. The internal combustion engine 2 employs a so-called MPI (multi-cylinder fuel injection) system. In each of the cylinders 25, a combustion chamber is constituted by an ignition plug 33 and a piston reciprocating in the cylinder 25. Here, reference numeral 30 denotes an igniter, and 31 denotes an ignition coil.

The throttle valve assembly, that is, the throttle body 20 disposed in the intake pipe 22 is provided with an electronically controlled throttle valve 40 for controlling the amount of intake air. A hot-wire type air flow sensor (air flow sensor) 24 is provided.
A plurality of intake branch pipes 26 are connected to each other, and an injector 23 is attached to the intake branch pipe 26. The electronically controlled throttle valve 40 is opened and closed based on a signal from the engine control unit 13, and a motor / generator as a vehicle AC generator is connected to a crankshaft 66 of the internal combustion engine 2 via a pulley or a belt. 68 are mechanically connected.

The fuel is supplied from the fuel tank 43 to the fuel pump 4.
The fuel is sucked and pressurized at 4, adjusted to a constant pressure by a pressure regulator 45, guided to the injector 23, and excess fuel is returned to the fuel tank 43. further,
A water temperature sensor 60 for measuring a cooling water temperature of the internal combustion engine 2;
And a crank angle sensor 28 provided in a distributor 32 is disposed at an appropriate position, and air flowing from an air cleaner 21 provided upstream of the intake pipe 22 is supplied to an electronically controlled throttle valve 40. After the flow rate is adjusted, it is mixed with gasoline injected from the injector 23 and supplied to each cylinder 25.

The exhaust gas burned in the cylinder 25 is guided to a catalyst device 65 through an exhaust pipe 64, and is discharged after being purified. In the exhaust pipe 64, an O2 sensor 46, which is an air-fuel ratio sensor that outputs an air-fuel ratio signal corresponding to the oxygen concentration of the exhaust gas, is disposed at an appropriate position. 53 is an accelerator switch, 54 is a gear neutral switch, 55
Is a vehicle speed sensor.

Each output signal from the air flow sensor 24, the throttle sensor 41, the water temperature sensor 60, the crank angle sensor 28, the O2 sensor 46, and the like is taken into the engine control unit 13, and the crank angle and the engine The rotational speed is calculated, and a basic pulse width TP corresponding to the charging efficiency is obtained from the intake air amount and the engine rotational speed. Also, each injector 23 is controlled so that the air-fuel mixture to the internal combustion engine 2 has the target air-fuel ratio.
The width of the fuel injection pulse to is adjusted.

FIG. 4 shows the engine control unit 1
3 is an internal configuration diagram of the engine control unit 13. The engine control unit 13 includes a central processing unit (CPU) 100, a ROM 10
1, RAM 102, backup RAM 11 whose contents are not cleared even when ignition switch 27 is turned off
1. It is composed of an interrupt controller 104, a timer 105, an input processing circuit 106, and an output processing circuit 107, which are connected by a bus 108.

The input processing circuit 106 receives an input signal (for example, an operation command NMG *, a signal from the water temperature sensor 60, the throttle sensor 41, or the like), removes noise components from the signal, and converts the signal into an A signal. / D conversion and output to the CPU 100 via the bus 108.

The CPU 100 captures the result of the A / D conversion, and uses the RAM 102 and the backup RAM 111 to store a fuel injection control program 132, an ignition timing control program 134, and the like stored in a medium such as the ROM 101.
It executes other predetermined control programs and outputs each drive signal via the output processing circuit 107, and
(A to D), E of the igniter 30 and the electronically controlled throttle valve 40
It controls the TC motor, the motor 71 of the turbocharger 70, and the like. At this time, an interrupt process is also performed in a timely manner by an interrupt command issued from the interrupt controller 104 based on information from the timer 105 and the input processing circuit 106. The operation result and the result of the A / D conversion are stored in the RAM 10
Stored temporarily in 2.

The hybrid vehicle 1 is driven based on a predetermined operation mode. That is, the overall control unit 11 selects one of a plurality of preset operation modes based on an operation state, for example, an accelerator opening, a vehicle speed, a battery state, and the like, and according to each operation mode,
The driving conditions such as the target torque and the vehicle speed of the vehicle determined by the calculation are determined, and the optimal drive source is selected and executed from the viewpoint of reducing exhaust gas such as HC and improving fuel efficiency.

The predetermined operation mode is selected based on various signals such as the voltage of the battery 5, the ON / OFF of the electromagnetic clutch 9 and the ignition switch 27, the accelerator opening by the accelerator switch 53, the vehicle speed sensor 55 and the like.

(1) Warm-up operation mode This is because the ignition switch 27 is on, the electromagnetic clutch 9 is off, and the accelerator switch 53 is off.
When the water temperature of the internal combustion engine 2 is low (for example, 70 ° C. or less), the internal combustion engine 2 is started by the motor / generator 68, then functions as a generator, and idles.

(2) Engine stop mode This is because the ignition switch 27 is on, the electromagnetic clutch 9 is off, and the accelerator switch 53 is off.
This is a mode in which the internal combustion engine 2 is stopped when the water temperature of the internal combustion engine 2 is not low, that is, when the warm-up operation is completed (idle stop).

(3) Motor running mode (power running mode) This is a case where the accelerator switch 53 is on but the accelerator opening is not large and the charging rate of the battery 5 exceeds a predetermined value. This is a mode in which the vehicle runs only with the driving force of the electric motor 3.

(4) Engine running power generation mode When the charging rate of the battery 5 does not reach the predetermined value, the motor / generator 68 is used as a generator, and when the load is light, the electric motor 3 is run. ,
In a high load mode, the vehicle runs with the internal combustion engine 2 and runs while charging the battery 5. When there is a request for further high-torque running by the driver's accelerator operation, torque assist by the electric motor 3 is performed.

(5) Fuel cut mode (deceleration mode) This is because the accelerator switch 53 is turned off, the brake switch is turned on, and the vehicle speed is 0 or higher.
When the charging rate of the electric motor 3 has not reached the predetermined value, the electric motor 3
Is used as a generator to charge battery 5 (regenerative power generation)
This is a mode in which the vehicle travels at a reduced speed. In the engine running power generation mode and the fuel cut mode, the electric power stored in the battery 5 is used to drive the electric motor 3 as a power source for assisting the internal combustion engine 2. It is used when the power is insufficient, in addition to when.

FIG. 5 shows the motor control unit 12.
The motor control unit 12 includes a phase calculation unit 120, a 2/3 phase conversion unit 1
21, PWM control means 122, speed calculation means 123, I
dIq detection means 124, IdIq current control means 125,
An Id control unit 126, an Iq control unit 127, and a torque command generation unit 128 are provided.

The speed calculating means 123 is provided with the resolver 18.
And the phase calculation means 120
Is connected to the magnetic pole position detecting means 18B of the resolver 18. The torque command generation unit 128 sets a target based on an operation command NMG * reflecting an accelerator opening degree or the like by a driver's operation and a rotation speed of the electric motor 3 calculated by the speed calculation unit 123 from a pulse signal of the encoder 18A. Calculate the torque command K *.

The Iq control means 127 outputs the target torque command K
* And a command value Iq * of the q-axis current corresponding to the current for the torque based on the rotation speed calculated by the speed calculation means 123, while the Id control means 126 calculates the target torque command K * and the speed calculation Calculating a d-axis current command value Id * that minimizes the loss based on the rotation speed calculated by the means 123;
This is a current command value required for high-efficiency control of the electric motor 3.

The IdIq detecting means 124 is provided by the current detector 1
9, three-phase / two-phase coordinate conversion is performed on the three-phase alternating current of the motor current detected in step 9, and the d-axis current Id and the q-axis current I
Process and calculate q. IdIq current control means 125
Based on the d-axis current Id and the q-axis current Iq and the current command values Iq * and Id *, a proportional or proportional-integral current control process is performed to calculate voltage command values Vq * and Vd *. Then, the 2 / 3-phase conversion means 121 performs 2-phase / 3-phase coordinate conversion on the voltage command values Vq * and Vd *, and calculates three-phase AC voltage command values VU *, VV *, VW *. , The PWM control means 122 performs a comparison process of the voltage command values VU *, VV *, VW * with a carrier signal of a triangular wave signal, generates a PWM signal, outputs the PWM signal to the inverter 4, and drives the electric motor 3.

As described above, by applying the PWM-controlled voltage to the electric motor 3, the current of the electric motor 3 is controlled to the current command values Iq * and Id *, and the electric motor 3 receives the target torque command value K * And with high efficiency with minimal loss. The phase calculation means 120 outputs a signal having the same phase as the induced voltage of the electric motor 3 in the phase calculation means 120 for the 2/3 phase conversion processing 121 and the phase angles θ1 and θ2 used in the coordinate conversion processing of the IdIq detection means 124. The magnetic pole position detecting means 18B is calculated from each output of the encoder 18A that outputs a rotation angle signal (pulse signal).

FIG. 6 shows the engine control unit 1
3 is a control block diagram of fuel injection control by a third fuel injection control program 132. FIG. The fuel injection control program 1
Reference numeral 32 includes a fuel cut routine for determining the amount of fuel injection to the injector 23 and the like, and determining to stop the fuel injection.

First, the fuel injection amount and the like are determined by a basic pulse TP calculating means 501 for calculating a basic pulse based on the intake air amount QA and the engine speed N, and a water temperature correction and By various corrections such as humidity correction, the correction is performed by the intermediate parameter calculation unit 502 that calculates the intermediate parameters.

The decision to stop the fuel injection is made based on the vehicle speed VSP, the engine speed N, the throttle opening TVO, and the coolant temperature TW, for example, when the accelerator is released, such as when the accelerator is released. Deceleration-time fuel cut means 503 for determining the fuel cut condition at the time of operation, and the fuel cut condition at the time of high-speed rotation of the vehicle based on the engine speed N, to prevent the internal combustion engine 2 from malfunctioning. Idle-stop fuel cut-off means for determining a cut-off condition for a hybrid vehicle under an idle-stop condition based on the cut-off means 504, the vehicle speed VSP, the throttle opening TVO, the coolant temperature TW, and the state of the air conditioner switch. 505, the fuel cut means at the time of deceleration 503, the fuel cut means at the time of high speed rotation 504, Idle stop when the fuel cut means 5
05 based on the output signal from the cylinder 25 corresponding to any one of the fuel cut conditions.
Based on the output signals from the fuel cut target cylinder setting means 506 and the intermediate parameter calculation means 502 based on the output signals from the fuel cut target cylinder setting means 506 and the fuel cut target cylinder setting means 506. A cylinder distribution processing means 507 for performing a distribution process on the fuel injection, a fuel injection pulse width calculating means 508 for calculating a fuel injection pulse width for the injector 23, and a fuel injection output process for the fuel injector 23 while the accelerator switch 53 is on. This is performed by the injection output processing means 509 for performing the following.

As described above, the engine control unit 13 according to the present embodiment provides a fuel economy in which the internal combustion engine 2 has a low to medium rotational speed and the load on the internal combustion engine 2 is in a region where the internal load is high. The upper limit load of the internal combustion engine 2, that is, the upper limit rotation speed of the motor 71 corresponding to the upper limit load is set based on the rotation speed of the internal combustion engine 2 so that the operation of the internal combustion engine 2 is performed within the high efficiency region. The rotation speed of the motor 71 is controlled to be equal to or lower than the upper limit rotation speed. More specifically, the motor 7 of the turbocharger 70 is controlled.
When the number of rotations 1 (the number of rotations of the turbocharger 70) reaches the preset upper limit number of rotations, the motor 7
1 to increase the load on the turbine wheel 76 and reduce the rotation speed of the turbocharger 70. This prevents the supercharging pressure from rising excessively, and at the same time, maximizes the recovery of exhaust energy.

FIG. 7 shows the engine control unit 1.
FIG. 3 is a control processing block diagram of an upper limit rotation speed limiter of a turbocharger 70 including a motor 71 in FIG. The engine control unit 13 has means 13A for controlling the motor 71 of the turbocharger 70, and the means 13A for controlling the motor calculates the upper limit rotational speed of the turbocharger 70 based on the rotational speed of the internal combustion engine 2. Means 601 for calculating the number of revolutions of the turbocharger 70 based on the signal of the rotational position sensor 78 of the motor 71, and determining whether or not the number of revolutions of the turbocharger 70 has reached the upper limit number of revolutions. Judging means 603
And a means 604 for calculating a torque to be generated in the turbocharger 70, and a means 605 for driving the motor 71, and compares the rotation speed of the turbocharger 70 with the upper limit rotation speed, When the rotation speed exceeds the upper limit rotation speed, the torque generated in the turbocharger 70 is increased, that is, the power generation command is issued to the stator 74 of the motor 71 to increase the power generation output, and the load on the turbine wheel 76 is increased. Thus, the rotation speed of the turbocharger 70 is reduced.

FIG. 8 shows means 13A for controlling the motor.
3 shows an example of the setting of the upper limit rotational speed of the turbocharger 70 in FIG. The means 13A for controlling the motor sets an upper limit rotation speed of the turbocharger 70 which does not exceed the upper limit of the high efficiency region of the fuel efficiency and does not exceed the upper limit of the loss due to the exhaust pressure according to the engine rotation speed, By setting the upper limit rotation speed of the turbocharger 70 with respect to the engine rotation speed, the operation within the high-efficiency region of the fuel efficiency is maintained at any rotation speed of the internal combustion engine 2 and the operation efficiency of the internal combustion engine 2 is improved. Is being planned.

FIG. 9 shows the engine control unit 1.
3 is a control processing block diagram of correction of the upper limit rotation speed of the turbocharger 70 in the motor control unit 13A. The motor control unit 13A detects that the rotation speed of the turbocharger 70 reaches the upper limit rotation speed. A means 609 for correcting the upper limit rotational speed of the turbocharger 70 is provided between the means 603 for determining whether the turbocharger is operating and the means 604 for calculating the torque generated in the turbocharger 70. Means 60 for correcting
9 indicates the corrected upper limit rotational speed of the turbocharger 70.
Is output to the means 604 for calculating the torque to be generated.

Specifically, means 13A for controlling the motor
Further, a means 607 for calculating the load of the internal combustion engine 2 based on the rotation speed and the intake air amount of the internal combustion engine 2 and a determination threshold for a high load of the internal combustion engine 2 based on the rotation speed of the internal combustion engine 2 Calculating means 606 and the internal combustion engine 2
Means 608 for calculating a difference between the load of the internal combustion engine 2 and the determination threshold, and comparing the load amount (for example, the basic injection pulse width TP) of the internal combustion engine 2 with the determination threshold at the high load to determine the difference. If there is this difference, that is, if the rotational speed of the turbocharger 70 has reached the upper limit rotational speed and the load of the internal combustion engine 2 is not near the determination threshold, the upper limit rotational speed Correction, that is, when the load amount of the internal combustion engine 2 is larger than the determination threshold, the upper limit rotation speed is corrected in a lowering direction,
On the other hand, when the load of the internal combustion engine 2 is smaller than the determination threshold, the correction is made in a direction to increase the upper limit rotational speed.

FIG. 10 is a control processing block diagram of learning of a feedback result with respect to the correction of the upper limit rotation speed of the turbocharger 70 in the means 13A for controlling the motor of the engine control unit 13. The means 13A for controlling the motor includes: In addition to the above-described configuration, there is provided a unit 610 for learning the upper limit rotational speed corrected by the unit 609 for correcting the upper limit rotational speed of the turbocharger 70, and the corrected upper limit rotational speed is used as the rotational speed of the internal combustion engine 2. Means 601 for storing in the RAM 111 every time the corrected upper limit rotational speed is used as the upper limit rotational speed of the turbocharger 70.
Is output to

FIG. 11 shows how the means 601 for calculating the upper limit rotational speed of the turbocharger 70 determines the upper limit rotational speed.
As described above, the means 601 for calculating the upper limit rotational speed of 0 is corrected by the means 609 for correcting the upper limit rotational speed of the turbocharger 70 when the internal combustion engine 2 has an upper limit rotational speed for each rotational speed. Select LOW means for selecting the lower one of the corrected upper limit rotational speed (efficiency lower limit rotational speed) and the corrected upper limit rotational speed (failure prevention upper limit rotational speed) in learning means 610. 650, and outputs it to the means 603 for determining whether or not the rotation speed has reached the upper limit after the selection.

As shown in FIG. 12 showing the relationship between the rotational speed of the internal combustion engine 2 and the upper limit rotational speed of the turbocharger 70, the efficiency lowering upper limit rotational speed is set based on the rotational speed of the internal combustion engine 2. On the other hand, the failure prevention upper limit rotational speed does not depend on the rotational speed of the internal combustion engine 2 and is always constant. Further, in the setting example of the present embodiment, the failure prevention upper limit rotational speed is set to one type of constant,
As a parameter affecting the breakage of the turbocharger 70 having a value of 1, for example, a table setting may be made based on a water temperature or the like having a high correlation with the oil temperature.

FIG. 13 shows the general control unit 11.
FIG. 3 is a control block diagram showing the distribution of the driving force between the internal combustion engine 2 and the electric motor 3 in the internal combustion engine, such as the voltage of the battery 5 affecting the predetermined operation mode, the accelerator opening by the accelerator switch 53, the air conditioner state, etc. The various loads on the engine 2 are shared.

That is, the general control unit 11
Means 801 for detecting the condition of the air conditioner, means 802 for calculating the target power generation amount, means 803 for detecting the accelerator opening, means 804 for calculating the electric power capable of the electric motor 3 in the power running mode, Means 80 for detecting degree
3, a means 806 for calculating a target driving force required for running the vehicle, a means 801 for detecting an air conditioner state, and a means 80 for calculating a target power generation amount.
Means 805 for calculating the driving torque of the auxiliary equipment load required for driving the air conditioner and the motor / generator 68 based on the output signal of the second and the means 805 for calculating the driving torque of the auxiliary equipment load; Means 80 for calculating force
6 and the motor control unit 1 based on each output signal of the means 804 for calculating the power in the powering mode of the electric motor 3.
And a means 807 for distributing the driving force to the motor 2, wherein the means 807 for distributing the driving force calculates the power available in the powering mode of the electric motor 3 and the means 804 for calculating the target driving force. The smaller value of the target driving force according to 806 is output to the motor control unit 12 as the driving force of the electric motor 3, while the value obtained by subtracting the driving force of the electric motor 3 from the required target driving force. Is output to the engine control unit 13 as the driving force of the internal combustion engine 2. The target driving force for the accelerator opening by the target driving force generating means 806 is set as shown in FIG.

FIG. 15 shows the general control unit 11.
FIG. 9 is a control block diagram showing specific contents of a means 804 for calculating electric power capable of operating in the powering mode of the electric motor 3 in FIG. The means 804 for calculating the electric power in the powering mode of the electric motor 3 includes an outputable power calculation unit 851 by the battery 5 and a power calculation unit 85 of the motor 6A of the transmission mechanism 6.
2, a power calculator 853 for the motor 71 of the turbocharger 70, and a power calculator 854 for starting the engine, and the power of the motor 6 A, the power of the motor 71, A value obtained by adding or subtracting the power for the start and the like is output to the means 807 for distributing the driving force and the means 601 for calculating the upper limit rotational speed of the turbocharger 70 as the power capable of the powering mode of the electric motor 3.

As a result, it is possible to accurately grasp the electric power in which the electric motor 3 can operate in the power running mode, and prevent overdischarge of the battery 5, reduction in the operating capacity of the motor / generator 68, etc., and inability to start the engine. . FIG. 16 shows the turbocharger 7 in the means 601 for calculating the upper limit rotation speed of the turbocharger 70 of the means 13A for controlling the motor.
It is a control block diagram when the supercharging pressure of 0 is changed.

The means 601 for calculating the upper limit rotation speed of the turbocharger 70 is based on the output signal of the means 804 for calculating the electric power capable of operating the electric motor 3 in the powering mode.
Means 601a for determining whether or not the electric motor 3 has power capable of powering, and an upper limit rotation speed calculating means 6 for calculating a lower upper limit rotation speed A based on the rotation speed of the internal combustion engine 2.
01b, means for switching the upper limit rotation speed based on a signal from an upper limit rotation speed calculation unit 601c for calculating a high upper limit rotation speed B and a unit 601a for determining whether or not the electric motor 3 has power capable of powering. 601d, when the powerable power of the electric motor 3 is large, that is, when the powering can be performed, the upper limit rotation speed is switched to the lower upper limit rotation speed A, and when the powering cannot be performed, the upper limit rotation speed B is switched to the upper limit rotation speed to set the upper limit rotation speed. This is output to the means 603 for determining whether or not the upper limit rotational speed has been reached.

FIG. 17 is a control block diagram of the fuel economy deterioration warning lamp lighting means 870 in the engine control unit 13. The fuel economy deterioration warning lamp lighting means 870 is a means 601d for switching the upper limit rotation speed in FIG. When the engine speed is switched to the high upper limit rotational speed B, the supercharging adversely affects the fuel efficiency and the low pollution, so that the driver is informed of this.

The fuel consumption deterioration warning lamp lighting means 870 includes:
Means 60 for calculating upper limit rotational speed of turbocharger 70
1. The turbocharger 7 by the means 602 for calculating the high upper limit rotational speed B and the rotational speed of the turbocharger 70 by
Means 871 for judging whether fuel consumption deteriorates based on the number of revolutions of 0, and means 872 for driving a warning lamp when fuel consumption deteriorates, have a negative effect on fuel economy and pollution due to supercharging. The warning is given to the driver by a warning lamp 80 so that the driver is not allowed to run unnecessarily in a state of poor fuel economy.

FIG. 18 shows a running state of the hybrid vehicle 1. That is, the hybrid vehicle 1 is started, travels in the following operation modes such as warm-up operation, acceleration travel, and deceleration travel, and then stops.

First, when the ignition switch 27 is turned on or the like, the warm-up operation mode (1) is selected, and the motor / generator 68 drives the internal combustion engine 2 to operate.
The internal combustion engine 2 is started and idling by injecting fuel into the injector 23 to function as a generator. This continues until warm-up is complete. Next, when the warm-up is completed, the engine stop mode (2) is selected, and the internal combustion engine 2 is temporarily stopped (idle stop).

When the load on the vehicle is light, the motor running mode (powering mode) (3)
Is selected, and the vehicle is started only by the electric motor 3. When the vehicle speed decreases in the powering mode,
Energy is recovered by the electric motor 3 by regenerative control. Also, with the ignition switch 27 turned on,
When the vehicle is temporarily stopped during traveling, the engine stop mode (4) is selected, and the internal combustion engine 2 is temporarily stopped (idle stop).

Further, when the vehicle shifts to high-speed running, the engine running power generation mode (5) is selected, and after the electric motor 3 starts the vehicle, the motor / generator 68 controls the internal combustion engine. 2 is restarted, the electromagnetic clutch 9 is engaged, the vehicle runs by the internal combustion engine 2, and the motor / generator 68 generates power to charge the battery 5. It should be noted that when there is a request for higher torque running by the driver's accelerator operation, torque assist by the electric motor 3 is performed.

When the vehicle decelerates, a fuel cut mode (deceleration mode) (6) is selected, the internal combustion engine 2 is stopped as much as possible, and the wheel 8A drives the electric motor 3 to regenerate. Energy is recovered by control. However, when the vehicle speed is high and the torque is required for the internal combustion engine 2 due to the driver's accelerator operation soon,
The fuel cut and the regenerative control are performed without stopping the internal combustion engine 2. Therefore, in the regenerative control, it is necessary to reduce friction such as pumping loss of the internal combustion engine 2 in order to recover a large amount of energy. As will be described later, the engine CU 13 controls the throttle during the deceleration fuel cut. The valve 40 is opened to obtain an optimal regenerative control amount.

When the vehicle is stopped with the ignition switch 27 turned on, the engine stop mode (7) is selected, and the internal combustion engine 2 is temporarily stopped (idle stop). In addition, hybrid car 1
According to the method in which the engine is operated only by the internal combustion engine 2 when the charge rate of the battery 5 is low, the number of opportunities for stopping the engine increases, but the same effect is obtained in this case. As described above, the embodiment of the present invention has the following functions by the above configuration.

That is, the engine control unit 13 according to the present embodiment operates in the high fuel efficiency region where the internal combustion engine 2 is in a low to medium rotation speed and the load of the internal combustion engine 2 is a medium load increase region. So that driving in
The upper limit load of the internal combustion engine 2, that is, the upper limit rotation speed of the motor 71 corresponding to the upper limit load is set based on the rotation speed of the internal combustion engine 2, and is controlled by the motor control means 13A so as to be equal to or less than the upper limit rotation speed. The rotation speed of the motor 71 of the turbocharger 70 is controlled, specifically, the rotation speed of the motor 71 of the turbocharger 70 (the turbocharger 70).
When the rotation speed reaches the preset upper limit rotation speed, the power generation output of the motor 71 increases, the load on the turbine wheel 76 increases, and the rotation speed of the turbocharger 70 decreases. The rotation speed at which a high load (enrich zone) is set is set as the upper limit rotation speed, and at the same time, the fuel efficiency is prevented from deteriorating due to the excessive increase of the supercharging pressure. In particular, by using the hybrid vehicle 1 in which energy is stored in the battery 5 and the internal combustion engine 2 and the electric motor 3 are used as a driving force in combination, the engine 5 can be operated with low engine efficiency (low-speed rotation, During light load operation and idle operation, the internal combustion engine 2 is stopped as much as possible to prevent waste of fuel. On the other hand, during operation with high engine efficiency, a desired torque is obtained. In the range, the internal combustion engine 2, the electric motor 3
In addition to controlling the motor / generator 68 to operate with good efficiency, waste of fuel can be prevented, emission of HC and the like can be reduced, and waste of electric power can be prevented.

The means 13A for controlling the motor
Are a turbocharger upper limit rotational speed calculating means 601 based on the rotational speed of the internal combustion engine 2 and a turbocharger rotational speed calculating means 6 based on the signal of the rotational position sensor 78 of the motor 71.
02 and the turbocharger rotation speed upper limit reaching determination means 60
3. Turbocharger generated torque calculating means 604
And a motor driving means 605, which compares the rotation speed of the turbocharger 70 with the upper limit rotation speed,
When the rotation speed of the turbocharger 70 exceeds the upper limit rotation speed, the torque generated in the turbocharger 70 is increased, that is, the power generation command is issued to the stator 74 of the motor 71 to increase the power generation output, and the turbine wheel The load on the turbocharger 76 is increased to decrease the rotational speed of the turbocharger 70, so that the rotational speed of the turbocharger 70 is excessively increased, and the internal combustion engine 2 is out of the high-efficiency region of the fuel efficiency.
Can be prevented from operating, and the motor 71
Therefore, it is possible to prevent the turbocharger 70 having a failure from occurring and improve the reliability of the turbocharged internal combustion engine 2.

Further, means 13A for controlling the motor
Is the turbocharger rotation speed upper limit reaching determination means 60
3 is provided between the turbocharger generated torque calculating means 604 and the turbocharger upper limit rotational speed correcting means 609, and outputs the corrected upper limit rotational speed to the turbocharger generated torque calculating means 604. Load calculation means 607 for the internal combustion engine 2 based on the rotation speed and the intake air amount of the internal combustion engine 2; high load determination threshold calculation means 606 for the internal combustion engine 2 based on the rotation speed of the internal combustion engine 2; When the rotation speed of the turbocharger 70 reaches the upper limit rotation speed and the load of the internal combustion engine 2 is larger than the determination threshold, the upper limit rotation speed When the load of the internal combustion engine 2 is smaller than the determination threshold, the correction is performed in the direction of increasing the upper limit rotational speed. Can absorb the variation of the charger 70 and each internal combustion engine 2, it is possible to reliably achieve high efficiency operation region of the fuel for each vehicle.

Also, means 13A for controlling the motor
Further includes a turbocharger upper-limit rotational speed correction value learning means 610, and calculates the corrected upper-limit rotational speed as the internal combustion engine 2
Is stored in the RAM 111 for each rotation speed of the internal combustion engine, and the corrected upper limit rotation speed is output to the turbocharger upper limit rotation speed calculation means 601. Therefore, even when the rotation speed of the internal combustion engine 2 changes, the high efficiency of the fuel consumption can be improved. The operation in the area can be performed immediately, and the overshoot can be prevented to further improve the fuel efficiency and the low pollution.

If the turbocharger upper limit rotational speed calculating means 601 has an upper limit rotational speed for each rotational speed of the internal combustion engine 2, the turbocharger upper limit rotational speed correcting means 609 uses the upper limit rotational speed for lowering the efficiency. And a select LOW unit 650 for selecting a lower value among upper limit rotational speeds for failure prevention by the turbocharger upper limit rotational speed correction value learning unit 610 and output to the turbocharger rotational speed upper limit reaching determination unit 603. Therefore, even when the intake air amount increases as the rotational speed of the internal combustion engine 2 increases, it is possible to prevent deterioration of fuel efficiency due to over-rotation of the turbocharger 70, and to reliably prevent damage due to over-rotation of the turbocharger 70. Can be prevented.

Furthermore, the general control unit 1 in the control unit 10 of the hybrid vehicle 1
1 is based on the output signals of the air conditioner state detecting means 801, the target power generation amount calculating means 802, the accelerator opening degree detecting means 803, the power running mode possible power calculating means 804 of the electric motor 3, and the accelerator opening degree detecting means 803. Target driving force calculating means 806; auxiliary equipment driving torque calculating means 805 based on output signals of air conditioner state detecting means 801 and target power generation amount calculating means 802;
5. From the driving force distribution means 807 for distributing the driving force to the engine control unit 13 and the motor control unit 12 based on the output signals of the target driving force calculation means 806 and the powering mode possible power calculation means 804 of the electric motor 3. The driving force distribution means 807 calculates the smaller of the powering possible power by the powering mode possible power calculating means 804 of the electric motor 3 and the target driving force by the target driving force calculating means 806 as the driving force of the electric motor 3. As a result, a value obtained by subtracting the driving force of the electric motor 3 from the required target driving force is output to the engine control unit 13 as the driving force of the internal combustion engine 2. The driving force interlocked with the accelerator depression amount operated by the user is controlled by the internal combustion engine 2 and the electric motor 3. It can be obtained accurately by two power sources.

The turbocharger upper limit rotational speed calculating means 601 includes a power running possibility determining means 601 a based on the output signal of the power running mode possible power calculating means 804 of the electric motor 3, and a low upper limit based on the rotational speed of the internal combustion engine 2. Rotational speed A calculating means 601b, high upper limit rotational speed B calculating means 6
01c and an upper limit rotation speed switching means 601d based on a signal from the powering possibility determination means 601a. When the powering possible electric power of the electric motor 3 is large, that is, when the powering can be performed, the upper limit rotation speed A is low. Since it is switched to the number B and the upper limit rotation speed is set,
Among a plurality of different upper limit rotational speeds, when the power running can be performed, the lower upper limit rotational speed A is set, whereas when the power running cannot be performed, the upper limit rotational speed B is set to a high upper limit and supercharged, and the assist of the traveling driving force by the electric motor 3 cannot be obtained. In this case, the driving force can be supplemented, and the internal combustion engine 2 having not only low fuel consumption but also instantaneous power can be obtained.

As described above, one embodiment of the present invention has been described in detail. However, the present invention is not limited to the above-described embodiment, and various designs may be made without departing from the spirit of the invention described in the appended claims. Can be changed. For example, the control device for an internal combustion engine of the embodiment is used for a hybrid vehicle, but is not limited to this, and can be applied to all turbocharged internal combustion engines having a motor. The effect can be obtained.

[0081]

As can be understood from the above description, the control device for a turbocharged internal combustion engine having a motor according to the present invention is designed to maintain the operation of the turbocharger in order to maintain the operation of the internal combustion engine within a high fuel efficiency region. The number can be controlled, the internal combustion engine can be operated in an efficient state, and the exhaust energy can be recovered to reduce fuel consumption, reduce pollution, and eliminate power shortage.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a drive system of a hybrid vehicle including an internal combustion engine with a turbocharger having an engine control unit according to an embodiment of the present invention and an electric motor.

FIG. 2 is a configuration diagram of the turbocharger of FIG. 1;

FIG. 3 is an overall configuration diagram of a control system including the engine control unit of FIG. 1;

FIG. 4 is an internal configuration diagram of the engine control unit of FIG. 1;

FIG. 5 is a control block diagram of the motor control unit of FIG. 1;

FIG. 6 is a control block diagram of fuel injection control according to a fuel injection control program of the engine control unit of FIG. 1;

FIG. 7 is a block diagram of a control process of an upper limit rotational speed limiter of the turbocharger by a motor control unit of the engine control unit of FIG. 1;

8 is a diagram showing an example of setting of an upper limit rotation speed of a turbocharger by a motor control unit of FIG. 7;

FIG. 9 is a control block diagram for correcting the upper limit rotational speed of the turbocharger by the motor control means of FIG. 7;

FIG. 10 is a control processing block diagram of learning of a feedback result with respect to the correction of the upper limit rotation speed of the turbocharger by the motor control unit of FIG. 7;

FIG. 11 is a diagram showing determination of an upper limit rotation speed of the turbocharger by a turbocharger upper limit rotation speed calculation unit of the motor control unit of FIG. 7;

FIG. 12 is a diagram showing the relationship between the rotation speed of the internal combustion engine shown in FIG. 1 and the upper limit rotation speed of the turbocharger.

FIG. 13 is a control block diagram of distribution of driving force between the internal combustion engine and the electric motor by the general control unit in FIG. 1;

FIG. 14 is a diagram showing a relationship between an accelerator opening and a target driving force by a target driving force generation means of the general control unit of FIG. 13;

FIG. 15 is a control block diagram of the general control unit of FIG. 13 by an electric motor powerable power calculating means.

FIG. 16 is a control block diagram when the turbocharger boost pressure is changed by the turbocharger upper limit rotation speed calculating means of the motor control means of FIG. 7;

FIG. 17 is a control block diagram of a fuel consumption deterioration warning lamp lighting means of the engine control unit of FIG. 1;

FIG. 18 is a diagram showing a running state of the hybrid vehicle of FIG. 1;

FIG. 19 is a diagram showing fuel efficiency derived from the relationship between the number of revolutions of the internal combustion engine and the load.

FIG. 20 is a diagram showing the relationship between the load of the internal combustion engine and the rotation speed of the turbocharger when the rotation speed of the internal combustion engine is fixed.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 2 Internal combustion engine 3 Electric motor 13 Control device (engine control unit) of internal combustion engine 13A Means for controlling motor 70 Turbocharger 71 Motor 78 Motor rotational position detecting means 80 Fuel economy deterioration warning light 601 Upper limit rotational speed of motor 601a Means for determining whether or not the electric motor has power capable of powering 601b Means for calculating a lower upper limit rotational speed 601c Means for calculating a higher upper limit rotational speed 601d Switching upper limit rotational speed Means 602 Means for calculating the rotation speed of the motor 603 Means for determining whether the rotation speed of the motor has reached the upper limit rotation speed 604 Means for calculating the torque generated by the turbocharger 605 Means for driving the motor 609 Means for correcting upper limit rotation speed 610 Upper limit Means for learning the rotation number

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02B 37/12 302 F02B 39/16 B 39/16 F 41/10 Z 41/10 F02D 23/00 D F02D 23/00 29/02 ZHVD 29/02 ZHV 29/06 ZHVD 29/06 ZHV B60K 9/00 E (72) Inventor Nobuhiro Akasaka 2520 Oji Takaba, Hitachinaka-shi, Ibaraki Pref. 72) Inventor Tetsuo Matsumura 2520 Takaba, Hitachinaka-shi, Ibaraki Prefecture F-term in the Automotive Equipment Group of Hitachi, Ltd. JA03 JA12 JA39 JA40 JA45 JB02 JB26 3G092 AA01 AA05 AA18 AC02 AC03 BA01 BA04 BB01 DB04 DC03 DE01S EA01 EA02 EA09 EA11 EC05 EC09 FA 15 FA24 FB06 GA06 GA17 HA01Z HA17X HA17Z HD05Z HE01Z HE03Z HE08Z HF02Z HF04Z HF08Z HF13Z HF15Z HF19Z HF21Z HF26Z 3G093 AA07 AB02 BA19 BA20 CA07 CA11 DA01 DA05 DA06 DA09 DA11 FA12 EB05 FA08 PC06 PG04 PI16 PI21 PI29 PU10 PU25 PV09 QN03 TB01 TD17 TO05 TR20

Claims (13)

[Claims] 1. A control device for an internal combustion engine provided with a turbocharger having a motor, wherein the control device has means for controlling the motor, and the means for controlling the motor includes a device for controlling the load of the internal combustion engine to reduce fuel consumption. A control device for an internal combustion engine with a turbocharger, wherein an upper limit load of the internal combustion engine is set so as to fall within a high efficiency region, and the rotation speed of the motor is controlled so as to be equal to or less than the upper limit load. 2. The motor control device according to claim 1, wherein the motor control unit sets an upper limit rotation speed of the motor corresponding to an upper limit load of the internal combustion engine, and controls the motor rotation speed to be equal to or lower than the upper limit rotation speed. The control device for an internal combustion engine with a turbocharger according to claim 1, wherein: 3. The high-efficiency region of fuel efficiency is a region where the rotational speed of the internal combustion engine is low to medium and the load of the internal combustion engine is higher than medium. The control device for an internal combustion engine with a turbocharger according to claim 1 or 2. 4. The control device for a turbocharged internal combustion engine according to claim 3, wherein the upper limit rotational speed is set for each rotational speed of the internal combustion engine based on an intake air amount. 5. The control device for a turbocharged internal combustion engine according to claim 2, wherein the upper limit rotation speed is stored in the control device in advance. 6. A means for controlling the motor, comprising: means for calculating an upper limit rotational speed of the motor based on the rotational speed of the internal combustion engine; and means for detecting the rotational speed of the motor based on a signal from a rotational position detector of the motor. Means for calculating, a means for determining whether or not the number of rotations of the motor has reached the upper limit number of rotations, a means for calculating torque to be generated in the turbocharger, and a means for driving the motor The control device for a turbocharged internal combustion engine according to any one of claims 2 to 5, wherein: 7. The means for controlling the motor includes means for correcting an upper limit rotation speed of the motor, and the means for correcting the upper limit rotation speed of the motor is configured such that the rotation speed of the motor is reduced to the upper limit rotation speed. The load of the internal combustion engine is smaller than the load of the upper limit, and the rotation speed of the upper limit is increased so that the load of the internal combustion engine becomes the load of the upper limit. 7. The control device for an internal combustion engine with a turbocharger according to any one of 2 to 6. 8. The means for controlling the motor includes means for correcting an upper limit rotation speed of the motor, and the means for correcting the upper limit rotation speed of the motor includes a means for adjusting the rotation speed of the motor to the upper limit rotation speed. The load of the internal combustion engine is higher than the upper limit load, and the rotation speed of the upper limit is reduced so that the load of the internal combustion engine becomes the upper limit load. The control device for an internal combustion engine with a turbocharger according to any one of claims 2 to 7. 9. The control device for a turbocharged internal combustion engine according to claim 7, wherein the means for controlling the motor includes means for learning the corrected upper limit rotational speed. 10. The control device for a turbocharged internal combustion engine according to claim 9, wherein said control device stores an upper limit rotation speed learned by means for learning said upper limit rotation speed. 11. The turbocharger according to claim 1, wherein the control device is provided in a hybrid vehicle having two power sources: an internal combustion engine and an electric motor. Control device for internal combustion engine. 12. The control device further comprises means for calculating an upper limit rotation speed of the motor of the turbocharger, wherein the means for calculating the upper limit rotation speed of the motor has electric power capable of powering the electric motor. Means for determining whether the electric motor is running, means for calculating a lower upper limit rotational speed based on the rotational speed of the internal combustion engine, and means for calculating a higher upper limit rotational speed, and electric power that the electric motor can power. Means for switching the upper limit of the number of revolutions based on a signal of means for determining whether or not the motor has power. The control device for a turbocharged internal combustion engine according to claim 11, wherein the engine speed is switched to the higher upper limit when the electric motor cannot be run. 13. The turbocharger according to claim 12, wherein the control device turns on a fuel economy deterioration warning lamp when the means for switching the upper limit rotational speed switches to the higher upper limit rotational speed. Control device for internal combustion engine with