JP2005188322A - Control device of internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent excessive reduction in downstream pressure of a rotor for a generator arranged in an intake passage. <P>SOLUTION: This control device has a rotor 4 interposed in the intake passage 2 of an internal combustion engine, a generator 4a connected to the rotor 4 and generating electric power by rotating the rotor 4, a means 15 for detecting pressure in the intake passage 2b downstream of the rotor, and a power generation quantity reducing means 9 for reducing a power generation quantity of the generator 4a when the pressure in the intake passage 2b downstream of the rotor is reduced more than a predetermined value. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a control device for an internal combustion engine including a generator that generates power using suction negative pressure.

  Conventionally, as a technique for increasing engine output, a positive displacement turbocharger driven by an engine or an electric motor provided in an engine intake passage, a so-called supercharger is known.

In Patent Document 1, a positive displacement turbocharger connected to an electric motor and a generator is used to perform supercharging by driving the positive displacement turbocharger with a motor at a high load, and an intake negative pressure of an engine at a low load. Discloses a technique for generating electric power by a generator connected to a positive displacement turbocharger that rotates by the above.
JP 2002-357127 A

  However, the system described in Patent Document 1 does not have a throttle valve, and the intake air amount is also controlled by a positive displacement supercharger. This is an effective technique when the engine is often operated under a certain condition like a ship. However, control is difficult when the operating state of the engine is constantly changing as in an automobile. Further, the power generation request is determined by the power consumption at that time and the amount of electricity that can be stored.

  Therefore, when considered as a supercharger for automobiles, it is very difficult to satisfy the above power generation requirement and intake air amount requirement at the same time in the system of Patent Document 1 in which the positive displacement supercharger also functions as a throttle valve. It is.

Further, in the configuration described in Patent Document 1, for example, when the electric load of the vehicle increases, a large load is applied to the generator, and a decrease in the amount of supply air due to the rotation of the positive displacement turbocharger occurs, In such a situation, when further rapid acceleration is performed, the intake air amount due to piston pumping increases as the engine speed increases, and the pressure downstream of the positive displacement turbocharger decreases excessively. There is a concern that the intake passage may be deformed.

  Therefore, an object of the present invention is to prevent deformation of an intake system downstream of a rotor in a system that generates power using suction negative pressure.

  The control device of the present invention includes a rotor interposed in an intake passage of an internal combustion engine, a generator connected to the rotor and generating electric power by rotating the rotor, and pressure in the intake passage downstream of the rotor. And a power generation amount reduction means for reducing the power generation amount of the generator when the pressure in the intake passage downstream of the rotor falls below a predetermined value.

  According to the present invention, when the pressure in the intake passage downstream of the rotor becomes lower than the predetermined value, the rotational load of the rotor is reduced by reducing the power generation amount, and the pressure in the intake passage downstream of the rotor is excessive. Therefore, deformation of the intake system downstream of the rotor can be prevented.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing the configuration of the present embodiment.
Reference numeral 8 denotes an engine. An intake passage 1 of the engine 8 is branched into two at a branching portion 11, one of which is an intake passage 2 and the other is a bypass passage 3. A rotor 4 having the same structure as that of the blower portion of the positive displacement supercharger is disposed in the intake passage 2.

  The rotor 4 is connected to the generator 4 a via a shaft 5, and a rotation sensor 10 that detects the number of rotations of the shaft 5 is provided in the vicinity of the shaft 5. The electric power generated by the generator 4a is used for driving on-vehicle equipment or stored in a battery (not shown).

  The bypass passage 3 is provided with a bypass valve 6 that is opened and closed by a step motor or the like. The bypass valve 6 blocks communication of the bypass passage 3 when the valve is closed.

  The intake passage 2 b downstream of the rotor 4 and the bypass passage 3 b downstream of the bypass valve 6 merge at the junction 12. A throttle valve 7 serving as an intake throttle means that is opened and closed by a step motor or the like is provided downstream of the junction 12.

  The opening degree of the bypass valve 6 and the throttle valve 7 is controlled by a control unit (ECU) 9. The ECU 9 includes an intake air temperature sensor 20 that detects the intake air temperature, a pressure sensor 15 that detects the pressure in the intake manifold, an engine cooling water temperature sensor 21 that detects the engine cooling water temperature, and an accelerator opening sensor that detects the accelerator opening. Thirteen detection values are input.

  Although the pressure sensor 15 is used to detect the pressure downstream of the rotor 4, it can also be calculated from the rotational speed of the engine 88, the accelerator opening, the rotational speed of the rotor 4, and the like.

  Further, the power generation amount of the power generator 4a increases when the engine load is small to medium and the engine speed is high, as shown in the power generation possible amount map of FIG. The generator 4a is the same as a conventional alternator, and the electric motor 4a itself controls power generation according to the electric load state of the vehicle and the state of the battery.

  In the present embodiment, since the generator 4a rotates at an arbitrary number of revolutions according to the power generation request, the amount of air passing through the rotor 4 is always consistent with the amount of air satisfying the operation request of the engine 8. Not exclusively.

  Therefore, according to the flowchart of FIG. 2, the opening degree of the bypass valve 6 and the throttle valve 7 is controlled so as to satisfy the power generation request and the intake air amount request simultaneously. In the present embodiment, the operation request of the engine 8 is compared with the actual operation state based on the pressure in the intake manifold 22 without detecting the intake air amount. As a result, there is no need to provide an air flow meter or the like, the degree of freedom of layout in the engine room is increased, and the cost can be reduced.

  In step S100, the pressure (target intake pressure) in the intake manifold 22 for generating torque required by the engine 8 (hereinafter referred to as required torque) based on the detected value (accelerator opening signal) of the accelerator opening sensor 13 is used. Is calculated. Specifically, for example, first, the required torque is obtained from the accelerator opening using a map as shown in FIG. FIG. 5 is a map in which the required torque is assigned to the accelerator opening, and the required torque increases as the accelerator opening increases. Next, the target suction pressure is obtained from the required torque and the engine speed using a map as shown in FIG. FIG. 6 is a map in which the suction pressure is assigned to the required torque and the engine speed, and the suction pressure increases as the required torque increases and the engine speed increases.

  When the target suction pressure Pt is calculated, the process proceeds to step S101, and the actual suction pressure Pm detected by the pressure sensor 20 is read.

  In step S102, the target suction pressure Pt is compared with the actual suction pressure Pm, and if both are equal, the process ends. If they are not equal, the process proceeds to step S103, and it is determined whether or not the actual suction pressure Pm is higher than the target suction pressure Pt.

  When the target suction pressure Pt is higher, that is, when the intake air amount is not enough, the process proceeds to step S104 to determine whether or not the throttle valve 7 is fully opened. If the throttle valve 7 is fully open, the bypass valve 6 must be opened in order to increase the amount of intake air any more, so an open command is issued to the bypass valve 6 in step S105.

  If the throttle valve 7 is not fully opened, the intake air amount can be increased by opening the throttle valve 7, so that an opening command is issued to the throttle valve 7 in step S106.

  If the actual intake pressure is higher in step S103, that is, if the actual intake air amount is larger than the intake air amount required by the engine 8, the process proceeds to step S107 to determine whether the bypass valve 6 is fully closed. Make a decision.

  If the bypass valve 6 is fully closed, the throttle valve 7 can only be throttled in order to reduce the amount of intake air further, so a close command is issued to the throttle valve 7 in step S109.

  If the bypass valve 6 is not fully closed, the intake air amount can be reduced by closing the bypass valve 6, and therefore a close command is issued to the bypass valve 6 in step S <b> 108.

  As described above, in the present embodiment, when the intake air amount is adjusted in accordance with the operation request of the engine 8, the bypass valve 6 is kept closed as much as possible, and the opening degree of the throttle valve 7 is changed. The control is performed so that the bypass valve 6 is opened only when the throttle valve 7 alone cannot be adjusted. Therefore, most of the amount of air supplied to the engine 8 passes through the rotor 4, so that the amount of air can be adjusted as required by the engine 8 while ensuring the power generation efficiency of the generator 4a.

  By the way, in the present embodiment, as described above, the bypass valve 6 is closed as much as possible. Therefore, most of the air sucked into the intake passage from the outside by the suction negative pressure of the engine 8 is once blocked by the rotor 4. Will pass through the rotor 4. For this reason, when the bypass valve 6 is closed and power is generated, for example, if the accelerator opening suddenly increases, the response of the rotational speed of the rotor 4 is delayed with respect to a rapid increase in the required intake air amount of the engine 8. The air is blocked by the rotor 4 and the negative pressure in the intake passage downstream of the rotor 4 may increase. If the negative pressure rises too much, the intake passage 2b and the intake manifold 22 (hereinafter referred to as the intake system) may be crushed.

  Therefore, according to the flowchart shown in FIG. 3, the ECU 9 controls the opening and closing of the bypass valve 6 and the generation and stop of the generator 4a to prevent the intake system from being crushed.

  Hereinafter, it demonstrates according to a flowchart.

  In step S <b> 200, the pressure sensor 15 detects the pressure Pc in the intake passage downstream of the rotor 4.

  In step S210, it is determined whether or not the pressure Pc is lower than a determination value. If it is high, the process proceeds to step S220. If it is low, the process proceeds to step S230. Note that the determination value is a value determined in advance based on an experiment or the like that determines how much negative pressure the intake system does not collapse. For example, the determination value is about −80 kPa.

  In step S220, the bypass valve 6 is closed within a range that can cover the amount of air required by the engine 8. This is because it is determined in step S210 that the intake system will not be crushed, and thus power generation efficiency is given priority. If the required air amount cannot be met with the bypass valve 6 fully closed, the bypass valve 6 is opened to satisfy the required air amount. At this time, even if the bypass valve 6 is opened, the rotor 4 passes through. Since the amount of air does not decrease, the power generation efficiency does not decrease.

  In step S230, the power generation of the generator 4a is stopped, and the bypass valve 6 is gradually opened in step S240. At this time, the engine intake air amount is controlled by the throttle valve 7. At this time, opening the bypass valve 6 may cause more air to flow than the required air amount of the engine, so the throttle valve 7 is operated in the closing direction.

  By controlling the bypass valve 6, the throttle valve 7 and the generator 4a as described above, it is possible to prevent the intake system downstream of the rotor 4 from being crushed due to the response delay of the rotational speed of the rotor 4 described above. Further, even when the rotor 4 and the generator 4 a are fixed due to failure, the intake air can be supplied to the engine 8 through the bypass passage 3.

  Changes in the pressure downstream of the rotor 4, the power generation command, the bypass valve opening, and the throttle opening when the above control is performed are shown in the time chart of FIG.

  At t0, the pressure Pc downstream of the rotor 4 is larger than the determination value, and power generation is performed with the bypass valve 6 fully closed. Although the pressure Pc downstream of the rotor 4 varies depending on the operating condition, power generation is continued as it is as long as it is larger than the determination value.

  When the downstream pressure Pc becomes smaller than the determination value at t1, a command to stop power generation is issued, the bypass valve 6 is opened, and the throttle valve 7 is operated in the closing direction.

  At t2, the bypass valve 6 is fully opened, and the pressure Pc downstream of the rotor 4 starts to increase from the decrease.

  As described above, in the present embodiment, when the pressure downstream of the rotor 4 is detected and this pressure becomes smaller than a predetermined determination value, the power generation is stopped, the bypass valve 6 is opened, and the engine is operated by the throttle valve 7. Since the intake air amount to 8 is adjusted, the negative pressure downstream of the rotor 4 does not increase excessively even if the response of the rotor 4 to the throttle opening is delayed or the generator 4a breaks down. Can be prevented from being crushed by negative pressure.

  In addition, when it determines with the pressure Pc downstream of the rotor 4 being smaller than a determination value, the control which does not stop electric power generation is also considered. FIG. 4 is a control flowchart of this control, and FIG. 9 is a time chart when this control is performed.

  The flowchart of FIG. 4 is the same as that of FIG. 3 except that the step corresponding to step S230 is omitted from the flowchart of FIG. FIG. 9 is different from the time chart of FIG. 7 only in the power generation command.

  According to this control, when the negative pressure increases without the rotation of the rotor 4 catching up with the rapid change in the accelerator opening, it is possible to generate power while securing the amount of air supplied to the engine 8. In addition, even if the rotor 4 or the generator 4a breaks down and the rotor 4 becomes unable to rotate, air can be supplied to the engine 8 through the bypass passage 3.

  Next, a second embodiment will be described with reference to FIGS.

  FIG. 10 shows the configuration of the system of the present embodiment, in which the bypass passage 3 and the bypass valve 6 are removed from the configuration of the system of FIG.

  FIG. 11 is a control flowchart of this embodiment, and steps S400 and S410 are the same as steps S200 and S210 of FIG.

  When the pressure Pc downstream of the rotor 4 is larger than the determination value in step S410, the process proceeds to step S420, and the throttle valve 7 adjusts the air amount required by the engine 8.

  When the pressure Pc downstream of the rotor 4 is smaller than the determination value, the power generation of the generator 4a is stopped in step S430, and the process proceeds to step S420.

  As described above, the cause of the increase in the negative pressure downstream of the rotor 4 is the response delay of the rotor 4 to the change in the accelerator opening. In this embodiment, when it is determined that the negative pressure downstream of the rotor 4 has increased too much, the power generation is stopped, so that the rotational resistance of the rotor 4 is reduced. Thereby, the response delay of the rotor 4 with respect to the change of an accelerator opening can be made small, and the raise of a negative pressure can be suppressed.

  Since the bypass passage 3 and the bypass valve 6 are not provided, an increase in negative pressure can be suppressed with a simple configuration and control.

  The present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made within the scope of the technical idea described in the claims.

  The present invention can be applied to an internal combustion engine including a generator that generates power by suction negative pressure.

It is a figure showing the structure of the system of 1st Embodiment. It is a flowchart of basic control of the system of a 1st embodiment. It is a flowchart of the control corresponding to the excessive raise of the negative pressure downstream of a rotor in 1st Embodiment. It is a flowchart of control which opens a bypass valve, without stopping electric power generation at the time of negative pressure rise. It is a map for calculating | requiring a request torque from an accelerator opening. It is a map which calculates | requires target manifold pressure from an engine speed and request torque. It is a time chart at the time of performing control of a 1st embodiment. It is a power generation possible amount map of a generator. It is a time chart at the time of performing control which opens a bypass valve, without stopping power generation at the time of negative pressure rise. It is a figure showing the structure of the system of 2nd Embodiment. It is a flowchart of the control for preventing the excessive raise of a negative pressure.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Intake passage 2 Intake passage 3 Bypass passage 4 Rotor 4a Generator 5 Shaft 6 Bypass valve 7 Throttle valve (intake throttle valve)
8 Engine 9 Engine control unit (ECU)
DESCRIPTION OF SYMBOLS 10 Rotation sensor 11 Branch part 12 Merge part 13 Accelerator opening sensor 15 Pressure sensor 20 Intake temperature sensor 21 Engine cooling water temperature sensor 22 Intake manifold 23 Engine speed sensor

Claims (5)

A rotor interposed in the intake passage of the internal combustion engine;
A generator connected to the rotor and generating electricity by rotating the rotor;
Means for detecting the pressure in the intake passage downstream of the rotor,
A control device for an internal combustion engine, comprising: a power generation amount reducing means for reducing the power generation amount of the generator when the pressure in the intake passage downstream of the rotor falls below a predetermined value.   The control device for an internal combustion engine according to claim 1, wherein the power generation amount reducing means stops the power generation of the generator.   A bypass passage that bypasses the rotor and flows the intake air; and a bypass valve disposed in the bypass passage, and the power generation amount reduction means increases the opening of the bypass valve and stops the power generation of the generator The control apparatus for an internal combustion engine according to claim 1 or 2.   An intake throttle means disposed in a portion of the intake passage excluding the inside of the bypass passage, wherein the power generation amount reducing means increases the opening degree of the bypass valve and decreases the opening degree of the intake throttle means. Item 4. The control device for an internal combustion engine according to Item 3.   The control device for an internal combustion engine according to any one of claims 3 to 5, wherein the power generation amount reducing means increases the opening of the bypass valve and stops the power generation of the generator.

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