JP2006063873A - Control system for engine provided with supercharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system for an engine provided with a supercharger in which historic information effective to control an engine with a supercharger is retained to correctly carry out various diagnosis of the engine, and histories modified by a user can be checked up. <P>SOLUTION: In the control system, a boost-pressure sensor 62 senses a boost pressure of a turbocharger 45, an atmospheric pressure sensor 61 detects an atmospheric pressure, data is stored in an EEPROM 95 of an ECU 60, in which the latest maximum values of boost pressures of the turbocharger 45 are stored dividedly in a plurality of atmospheric-pressure ranges. If a detected boost-pressure is higher than a maximum value in the boost-pressure in the data stored in the EEPROM 95 corresponding to an atmospheric-pressure range to which the detected boost pressure belong, the maximum value of the boost pressure of the turbocharger 45 in the data stored in the EEPROM 95 in the atmospheric-pressure range to which the detected boost-pressure belongs is rewritten into the detected boost-pressure to update the data in the EEPROM 95. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a supercharged engine management device.

  An engine control unit (ECU) of an engine is an engine management device that stores engine operation history information in a memory and reads out the operation history information. Based on the read operation history information, an engine such as a malfunction or failure of the engine is stored. Various diagnoses are made.

  In this type of technology that records engine operation history information and makes various engine diagnoses, the engine operation information calculated by the central processing unit (CPU) is stored in order to retain the operation history information permanently. Data is transferred from a volatile memory (RAM) to a nonvolatile memory (for example, EEPROM) and stored. Thereby, even after the ignition switch is turned off, the operation history information can be held.

By the way, in the conventional snow vehicle engine, the ECU uses the operation history information holding function to determine the total operation time of the engine-equipped vehicle, the maximum engine speed for each water temperature, the number of failures of each sensor, and the like. It memorize | stores in memory as driving | running history information, and various diagnosis is performed about an engine based on this driving | running history information (for example, refer patent document 1).
Japanese Patent Laid-Open No. 9-4507

  However, the conventional supercharging pressure sensor diagnosis device of Patent Document 1 stores supercharging pressure values only in two states, a supercharged state and a non-supercharged state of a supercharger (turbocharger), The turbocharger's supercharged and non-supercharged states are judged for each atmospheric pressure, and the supercharging pressure value is not stored for each atmospheric pressure, and the stored value is updated regardless of the supercharging pressure. Therefore, the maximum boost pressure is not always stored, and various diagnoses of the engine cannot be accurately performed.

  In addition, there are several specifications for snow vehicles according to the purpose of use. One of them is an introductory model that can easily run at a speed of 100 km / hr or higher, and a high output model is close to 200 km / hr. There is also a specification that has acceleration performance of less than 13 seconds at speed and 0-400m acceleration. Since the snow vehicle having such a specification is a vehicle having a high speed preference, the engine in the market tends to be frequently modified. For example, in order to increase the output relatively easily, a modification is made to change the maximum boost pressure or the optimal ignition timing. An engine that has been illegally modified in this way may cause an increase in engine trouble.If the engine modification history can be confirmed when repairing an engine that has been damaged due to modification, the cause of the malfunction may be identified. In some cases, the modification history information is useful for repairing the engine.

  However, in the conventional engine management device described above, it is difficult to determine the engine modification or the like because the engine modification history cannot be confirmed.

  As described above, the conventional engine management device cannot obtain effective history information for the management of the turbocharged engine, and can accurately perform various diagnoses of the engine or modify the turbocharger or the like. It was difficult to confirm.

  It is an object of the present invention to maintain effective history information for managing an engine with a supercharger so that various diagnoses of the engine can be performed accurately, and a modification history by a user can be confirmed. It is to provide an engine management device with a feeder.

  In order to achieve the above object, the supercharger-equipped engine management device according to claim 1 comprises a supercharging pressure detecting means for detecting a supercharging pressure of the supercharger, and an atmospheric pressure detecting means for detecting the atmospheric pressure. And a supercharging pressure storage means for storing a maximum supercharging pressure value of the supercharger for each of a plurality of areas of atmospheric pressure.

  The supercharger-equipped engine management device according to claim 2 is the supercharger-equipped engine management device according to claim 1, wherein the supercharging pressure storage means stores a maximum supercharging pressure value of the supercharger. A first memory and a second memory, wherein the second memory is a non-volatile memory, and the supercharging pressure storage means stores the supercharger in the first memory at a predetermined time interval. And the supercharging pressure value of the supercharger stored in the first memory is compared with the supercharging pressure value of the supercharger stored in the second memory. Then, the supercharging pressure value of the supercharger stored in the second memory is updated only when the supercharging pressure value of the supercharger stored in the first memory is large. And

  In order to achieve the above object, the supercharger-equipped engine management device according to claim 3 includes a supercharging pressure detecting means for detecting a supercharging pressure of the supercharger, and an engine for detecting the rotational speed of the engine. A rotational speed detecting means; a throttle valve opening degree detecting means for detecting an opening degree of the throttle valve of the engine; and a maximum supercharging pressure of the supercharger when the engine rotational speed and the throttle valve opening degree are equal to or greater than a predetermined value, respectively. And a supercharging pressure storage means for storing a value.

  The supercharger-equipped engine management device according to claim 4 is the supercharger-equipped engine management device according to claim 3, wherein the supercharging pressure detection means is configured to supercharge the supercharger at predetermined time intervals. The supercharging pressure storage means detects the minimum supercharging pressure detection value among the latest supercharging pressure detection values detected by the supercharging pressure detection means as the maximum supercharging pressure value of the supercharger. It memorizes as.

  The supercharger-equipped engine management device according to claim 5 is the supercharger-equipped engine management device according to claim 3 or 4, wherein the supercharging pressure storage means has a predetermined engine speed and throttle opening. The stored maximum supercharging pressure value of the supercharger is deleted when the value becomes equal to or greater than the value, and the latest maximum supercharging pressure value of the supercharger is stored again.

  The supercharger-equipped engine management device according to claim 6 is the supercharger-equipped engine management device according to any one of claims 3 to 5, wherein the supercharging pressure storage means is the supercharger. A first memory and a second memory for storing the maximum boost pressure value, wherein the second memory is a non-volatile memory, and the boost pressure storage means stores a predetermined value in the first memory. The supercharger value stored in the first memory and the supercharger value stored in the second memory and the supercharger value stored in the first memory And the supercharging pressure of the supercharger stored in the second memory only when the supercharging pressure value of the supercharger stored in the first memory is large. The pressure value is updated.

  According to the supercharger-equipped engine management device according to claim 1, the maximum supercharging pressure of the supercharger for each stored atmospheric pressure can be confirmed, and the maximum supercharging pressure, the target supercharging pressure, By comparing, it is possible to diagnose engine troubles and failures such as the state of the supercharger and to check the remodeling history by the user.

  According to the management device of the second aspect, the number of times of writing to the nonvolatile memory can be minimized, and the reliability of the stored information is improved. Further, the stored information can be confirmed after the engine is stopped.

  According to the supercharger-equipped engine management device according to claim 3, since the maximum supercharging pressure at the time of high load and high rotation of the engine can be confirmed, there is a problem with the supercharger or the supercharging pressure detection means. A failure can be easily diagnosed.

  According to the management device of the fourth aspect, it is possible to prevent the detected boost pressure value from being determined as an abnormal value due to noise.

  According to the management device of the fifth aspect, the stored value is erased (cleared) every time the condition that the engine speed and the throttle opening are each equal to or larger than a predetermined value is satisfied, so that the latest engine state is confirmed. Can do.

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

  FIG. 1 is a side view of a snow vehicle equipped with a supercharged engine and its management device according to an embodiment of the present invention, and FIG. 3 is a perspective view, and FIG. 3 is a perspective view of the inside of the engine room as viewed from above the snow vehicle of FIG.

  The snow vehicle 1 has a three-cylinder four-cycle engine (hereinafter simply referred to as “engine”) 2 housed in an engine room 30 to be described later. Hereinafter, the front-rear direction and the left-right direction of the snow vehicle 1 are referred to based on the driver.

  First, the overall structure of the snow vehicle 1 will be described.

  As shown in FIG. 1, the snow vehicle 1 has a pair of left and right steering sleds 13 facing in the left-right direction at a lower portion of a front portion (hereinafter referred to as “frame front portion”) 10a of a vehicle body frame 10 extending in the front-rear direction. The crawler 16 for driving is arranged at the lower part of the rear part of the body frame 10 (hereinafter referred to as “frame rear part”) 10b. The crawler 16 includes a pair of left and right drive wheels 17 disposed in the vicinity of the front end portion of the frame rear portion 10b, a pair of left and right driven wheels 18 disposed in the vicinity of the rear end portion, a plurality of paired left and right intermediate wheels 19, A suspension mechanism 20 that suspends and cushions a plurality of wheels, and a track belt 15 that wraps around the plurality of wheels and circulates.

  The vehicle body frame 10 has a monocoque frame structure, and a frame front portion 10a on which the engine 2 is mounted has a shape that is gradually narrowed toward the front in a plan view, and an upper portion is open. It has an approximate ship bottom shape, and an engine hood 29 is put on the frame front portion 10a from above.

  Further, a sled house part 41 protruding upward is formed at the front part of the frame front part 10a, and the suspension and steering mechanism part 42 is accommodated in the sled house part 41. A track housing (not shown) that houses the front part of the crawler 16 (near the upper side of the drive wheel 17) is formed continuously and integrally with the frame rear part 10b.

  The frame rear portion 10b also serves as a cover that accommodates the entire crawler 16 downward. A saddle-shaped seat 22 is disposed above the frame rear portion 10b, and steps 23 (23L, 23R) that are one step lower than the seat 22 are provided on the left and right sides of the seat 22 in the vehicle body (body frame 10) width direction. (Left step 23L, right step 23R) are provided (see FIG. 3). A steering post 25 tilts backward and stands up at a substantially central portion in the vehicle width direction between the seat 22 and the frame front portion 10a, and a steering wheel 26 extends horizontally at the upper end of the steering post 25. It is extended. The steering sled 13 is operated by the steering 26 via the steering post 25.

  An instrument panel 27 is provided near and in front of the steering 26. Further, the windshield 28 is erected with its upper end edge tilted backward from the front to both sides so as to surround the front of the instrument panel 27. The engine hood 29 is formed in a shape that is gradually lowered into a substantially streamline shape and that the ship bottom is substantially inverted. Near the step between the engine hood 29 and the instrument panel 27, a headlight 31 that irradiates the front is disposed. The engine room 30 is formed below the instrument panel 27 and the engine hood 29 thus arranged.

  Next, the configuration of the engine 2 in the engine room 30 will be described.

  As shown in FIG. 2, the engine 2 is a three-cylinder four-cycle engine with the cylinder head 4 disposed on the upper side, and is disposed close to the lower portion of the steering post 25. The engine 2 is arranged with the crankshaft 7 oriented substantially parallel to the vehicle body width direction and the cylinder head 4 side tilted rearward. Thus, the overall height of the engine is kept low so that the engine hood 29 does not block the irradiation light path LT of the headlight 31.

  As shown in FIG. 3, on the left side of the crankshaft 7 (FIG. 2) and on the left side of the engine room 30, a V-belt continuously variable transmission (CVT) 38 is provided as a clutch mechanism. The CVT 38 includes a drive clutch (pulley) 38a connected to the output shaft of the engine 2, a driven clutch (pulley) 38b connected to the drive shaft of the drive wheel 17 of the crawler 16, and a drive clutch 38a and a driven clutch 38b. And an output of the engine 2 to the crawler 16 via the drive clutch 38a, the V belt 38c, and the driven clutch 38c.

  The width of the drive clutch 38a is controlled in accordance with the engine speed by the centrifugal force of the weight, and the driven clutch 38b has a structure in which the width is controlled in accordance with the driving torque by a spring (not shown). This is a known structure that sets the transmission ratio based on the balance between the rotational speed and the drive torque.

  An intake manifold 39 is disposed above the engine 2 and slightly behind the head cover 8. A turbocharger 45 is disposed below the exhaust manifold cover 37 provided at the left front portion of the engine 2 and slightly closer to the left side in the engine room 30. By disposing the turbocharger 45 at a position in front of the engine 2 and lower than the cylinder head 4, the overall height of the engine is suppressed. An air cleaner box 43 is arranged at the foremost part in the engine room 30 and in the substantially central part in the vehicle body width direction. An intercooler 47 is disposed on the right side of the engine room 30 on the right side of the engine 2. The intercooler 47 is fixed to the engine 2 via the mount bracket 52 so that it is not affected by the deformation of the body frame 10.

  The air cleaner box 43 and the turbocharger 45 (here, the compressor housing of the turbocharger 45) are connected via an intake passage 44, and the turbocharger 45 and the intercooler 47 are connected via an intake passage 46. The intake manifold 39 is connected via an intake passage 48. The air introduced from the air cleaner box 43 is compressed by the turbocharger 45, and the heated air is cooled by the intercooler 47 and is sent to each cylinder in the engine 2 through the intake manifold 39.

  The turbocharger 45 (here, the turbine housing of the turbocharger 45) communicates with the exhaust muffler 50 through the exhaust passage 36. The exhaust muffler 50 is disposed on the right side of the engine room 30 on the right side of the engine 2, and in particular, is disposed below the intercooler 47. Exhaust gas from the exhaust muffler 50 is discharged downward in the vehicle body via an exhaust pipe (not shown). Further, the battery 51 is disposed behind the intercooler 47 at the same height as the intercooler 47 on the right side in the engine room 30. The battery 51 is fixed to the track housing (not shown), for example. Between the intercooler 47 and the exhaust muffler 50, a heat-resistant blocking plate 59 is provided to suppress the influence of radiant heat from the exhaust muffler 50 on the intercooler 47 (FIG. 2).

  Further, an engine control unit (ECU) 60 as a supercharger-equipped engine management device (hereinafter simply referred to as “management device”) according to the present embodiment, which will be described later with reference to FIG. The ECU 60 controls each part of the engine 2 as will be described later.

  FIG. 4 is a diagram showing a schematic configuration of the intake system of the engine 2.

  As shown in FIG. 4, in the turbocharger 45, the inlet of the compressor housing 45c that houses the compressor 45a is connected to the intake passage 44, and the outlet of the compressor housing 45c is connected to the intake passage 46. In the turbocharger 45, the inlet of the turbine housing 45d that houses the turbine 45b is connected to an exhaust manifold (not shown) of the engine 2 via an exhaust passage 68, and the outlet of the turbine housing 45d is connected to the exhaust passage 36. ing.

  In addition, an atmospheric pressure sensor 61 is provided in the intake passage 44, and an electric signal corresponding to the pressure in the intake passage 44 (atmospheric pressure Pa) (hereinafter, pressure indicates an absolute pressure) is output. It transmits to ECU60 shown in FIG. A compressor outlet pressure sensor (supercharging pressure sensor) 62 is provided in the vicinity of the outlet of the compressor housing 45c, and corresponds to the compressor outlet pressure (supercharging pressure of the turbocharger 45) Pc, which is the pressure in the vicinity of the outlet of the compressor housing 45c. The electric signal is output and transmitted to the ECU 60. A throttle valve 63 is disposed in the intake passage 48, and a throttle position sensor 64 is connected to the throttle valve 63, and an electric signal corresponding to the opening of the throttle valve 63 is output and transmitted to the ECU 60. Further, the opening degree of the throttle valve 63 is controlled by a throttle cable (not shown) operated by the driver.

  In the intake passage 48, an injector 97 shown in FIG. 6 to be described later is provided for each cylinder between the throttle valve 63 and the engine 2 and slightly upstream of the intake valve (not shown). Each injector 97 is a fuel pump (not shown). And is electrically connected to the ECU 60, and the valve opening time is controlled by an electric signal from the ECU 60.

  In addition, an intake pressure sensor 65 and an intake air temperature sensor 66 are provided between the throttle valve 63 and the injector 97 in the intake passage 48, and the intake pressure sensor 65 detects the intake pressure IAP in the intake passage 48. The intake air temperature sensor 66 detects the intake air temperature IAT in the intake passage 48, outputs a corresponding electrical signal, and transmits it to the ECU 60.

  An engine speed sensor 67 and a cylinder discrimination sensor (not shown) are attached around the camshaft or crankshaft (not shown) of the engine 2, and the engine speed sensor 67 is provided at the start of the intake stroke of each cylinder of the engine 2. With respect to the top dead center, a top dead center signal is output at a crank angle position for each predetermined crank angle, and the cylinder discrimination sensor outputs a cylinder discrimination signal at a predetermined crank angle position of a specific cylinder. Sent to. The engine speed is detected by a top dead center signal output from the engine speed sensor 67.

  In addition, since snow vehicles are used in a wide range of altitudes from 0 m to 3500 m, the turbocharger 45 controls the supercharging pressure according to the atmospheric pressure, as will be described later, and is equivalent to or below the low altitude. A turbocharger supercharging pressure control device 70 is attached to set the supercharging pressure of the engine. As shown in FIG. 4, the turbocharger supercharging pressure control device 70 is provided in the exhaust bypass passage 71 that bypasses the exhaust passage 68 and the exhaust passage 36, and the exhaust bypass passage 71. A waste gate valve (WGV) 72 capable of adjusting the flow passage area to control the flow rate of flowing exhaust gas, and a WGV actuator 73 for controlling the opening degree of the WGV 72 are provided.

  In the turbocharger supercharging pressure control device 70, when the WGV 72 is in a fully closed state (see FIG. 4), substantially the entire amount of exhaust from the engine 2 flows into the turbine housing 45d, and the rotational speed of the turbocharger 45 increases. The compressor outlet pressure Pc increases. On the other hand, when the WGV 72 is open (see FIG. 5), a part of the exhaust of the engine 2 passes through the exhaust bypass passage 71, bypasses the turbine 45b and flows out to the exhaust passage 36, and therefore the exhaust passing through the turbine 45b. As the flow rate decreases, the rotational speed of the turbocharger 45 decreases. That is, the turbocharger supercharging pressure control device 70 can reduce the supercharging pressure by decreasing the rotational speed of the turbocharger 45 by increasing the opening of the WGV 72.

  As shown in FIG. 4, the WGV actuator 73 includes a housing 77 that is internally divided into two chambers, a reference chamber 75 and an atmospheric pressure chamber 76 by a diaphragm 74, and the diaphragm 74 is moved to the reference chamber 75 side in the atmospheric pressure chamber 76. A spring 81 that is biased by the biasing force FS, an air communication port 78 that communicates the atmospheric pressure chamber 76 with the atmosphere, a communication passage 79 that communicates the reference chamber 75 with the vicinity of the outlet of the compressor housing 45c of the intake passage 46, and a diaphragm 74 and the WGV 72 are connected, and an arm 83 is provided to increase the opening of the WGV 72 as the diaphragm 74 moves toward the atmospheric pressure chamber 76 (see FIG. 5).

  The WGV 72 is opened and closed by a balance between the reference chamber pressure Pb that is the pressure in the reference chamber 75, the atmospheric pressure Pa that is the pressure in the atmospheric pressure chamber 76, and the biasing force FS of the spring 80. That is, when the differential pressure Pd between the reference chamber pressure Pb, which is substantially the same as the pressure in the vicinity of the outlet of the compressor housing 45c (supercharging pressure Pc), and the atmospheric pressure Pa is equal to or less than the urging force FS of the spring 80 (Pd = Pb− When Pa ≦ FS, the WGV 72 is fully closed (see FIG. 4), and the supercharging pressure Pc of the turbocharger 45 increases. When the supercharging pressure Pc of the turbocharger 45 increases, the reference chamber pressure Pb also increases and the differential pressure Pd increases. When the supercharging pressure Pc of the turbocharger 45 increases and the differential pressure Pd becomes larger than the biasing force FS (Pd> FS), the WGV 72 opens (see FIG. 5), and as the differential pressure Pd becomes larger than the biasing force FS. As a result, the opening degree of the WGV 72 increases, the rotational speed of the turbocharger 45 decreases, and the supercharging pressure Pc decreases. When the supercharging pressure Pc decreases, the reference chamber pressure Pb also decreases and the differential pressure Pd decreases. Thus, the WGV 72 performs control so that the differential pressure Pd between the reference chamber 75 and the atmospheric pressure chamber 76 is constant.

  The turbocharger supercharging pressure control device 70 is provided with a communication passage 80 that communicates the reference chamber 75 with the intake passage 44, and a WGV that is provided in the communication passage 80 and adjusts the flow passage area to control the reference chamber pressure Pb. A vacuum switching valve (VSV) 82; The WGV-VSV 82 is composed of a solenoid valve whose duty ratio is controlled, and is electrically connected to the ECU 60, and controls the reference chamber pressure Pb by adjusting the flow passage area of the communication passage 80 by opening and closing the valve 82a. .

  FIG. 6 is a diagram showing a schematic configuration of the ECU 60 as the management device according to the present embodiment.

  As shown in FIG. 6, the ECU 60 includes a central processing circuit (CPU) 91, a ROM 92, a RAM 93, a backup RAM 94, an EEPROM 95, and an A / D converter 96. The A / D converter 96 shapes the input signal waveforms from the various sensors 61, 62, and 64 to 67 described above, corrects the voltage level to a predetermined level, and changes the analog signal value to a digital signal value. The CPU 91 controls each part of the engine 2 based on detection values of various sensors input via the A / D converter 96 and various arithmetic programs, tables, and maps stored in the ROM 92. The RAM 93 is used as a work area for arithmetic processing by the CPU 91. The backup RAM 94 and the EEPROM 95 store operation history information of the engine 2 and the like as will be described later. Further, the backup RAM 94 retains data even when the engine is stopped (when the ignition switch is OFF) in a state where it is connected to the backup power source (battery 51), and thus has the same function as the nonvolatile memory.

  The ECU 60 is connected with an injector 97, an ignition coil 98, and an ignition switch 99, and controls the injector 97 and the ignition coil 98 to detect the ON / OFF state of the ignition switch 99.

  The ECU 60 controls the reference chamber pressure Pb by opening / closing the WGV-VSV 82 of the turbocharger supercharging pressure control device 70 based on a basic duty ratio map of FIG. 7 described later and an atmospheric pressure correction table of FIG. Thus, the supercharging pressure of the turbocharger 45 is controlled. That is, as described above, since the WGV 72 is controlled so that the differential pressure Pd between the reference chamber 75 and the atmospheric pressure chamber 76 is constant, the atmospheric pressure is low (the air density is small) at high altitudes. Since the WGV 72 is opened at a reference chamber pressure Pb lower than the lowland, that is, a supercharging pressure lower than the lowland, the compressor outlet pressure Pc directly connected to the engine output decreases and the engine output decreases. In order to suppress the decrease in the engine output, the ECU 60 executes the atmospheric pressure correction control for controlling the reference chamber pressure Pb, thereby suppressing the decrease in the supercharging pressure of the turbocharger 45 during high altitude traveling.

  FIG. 7 is a diagram showing a basic duty ratio map used in the turbocharger supercharging pressure control device 70.

  The basic duty ratio map is stored in the ROM 92 of the ECU 60. As shown in FIG. 7, the ratio of the time for opening the WGV-VSV 82 per cycle corresponding to each engine speed NE and intake pressure IAP (basic duty ratio). 2 is a map showing a ratio value). The basic duty ratio value DB is set to such a value that the turbocharger 45 outputs a desired target supercharging pressure at low altitude, for example, at an atmospheric pressure of 100 kPa, and the engine speed NE is set as long as the intake pressure IAP is the same. The basic duty ratio value DB is set smaller as the rotation speed increases.

  The ECU 60 controls the opening and closing of the WGV-VSV 82 based on the detected intake pressure IAP detected by the intake pressure sensor 65, the detected engine speed detected by the engine speed sensor 67, and the basic duty ratio map (FIG. 7). Is adjusted to control the reference chamber pressure Pb. As a result, as long as the intake pressure IAP is the same, the higher the engine speed NE, the shorter the valve opening time in one cycle of the WGV-VSV 82, the reference chamber pressure Pb increases, the WGV 72 opens, and the turbocharger opens. It can prevent that the supercharging pressure of 45 rises too much.

  FIG. 8 is a view showing an atmospheric pressure correction table used in the turbocharger supercharging pressure control device 70.

  The atmospheric pressure correction table is stored in the ROM 92, and as shown in FIG. 8, the correction value KC of the valve opening time of the WGV-VSV 82 corresponding to each atmospheric pressure region is shown, and as the atmospheric pressure decreases. The correction value KC increases.

  The ECU 60 searches the atmospheric pressure correction table (FIG. 8) based on the atmospheric pressure Pa detected by the atmospheric pressure sensor 61, detects the correction value KC corresponding to the detected atmospheric pressure Pa, and calculates the correction value KC. The corrected duty ratio value is added to the basic duty ratio value DB retrieved from the basic duty ratio map (FIG. 7) corresponding to the detected intake pressure IAP of the intake pressure sensor 65 and the detected engine speed NE of the engine speed sensor 67. DC is calculated. Based on the calculated correction duty ratio value DC, the valve opening time of the WGV-VSV 82 is controlled to control the reference chamber pressure Pb.

  With this atmospheric pressure correction control, when the atmospheric pressure drops in the high altitude, the opening time of the WGV-VSV 82 increases from the low altitude (basic duty ratio value), and the reference chamber pressure Pb is the same intake pressure in the low altitude traveling. The pressure becomes lower than the reference chamber pressure Pb at the IAP and the engine speed NE, the supercharging pressure Pc becomes substantially equal to that in the lowland, and it is possible to suppress a decrease in the engine output during traveling at a high altitude. Note that the atmospheric pressure correction control method is not limited to the above-described method.

  However, the turbocharger 45 has a problem that the impeller of the compressor 45a is damaged due to the excessive rotation of the compressor 45a, or the life of the turbocharger 45 is reduced due to the temperature rise of the compressor 45a. It is necessary to control the temperature of the compressor 45a below a predetermined condition value. Therefore, in the atmospheric pressure correction table (FIG. 8), the correction value KC is set so that the target boost pressure is lower in the highland than in the lowland.

  Hereinafter, the management apparatus according to the present embodiment will be described.

  The ECU 60 as the management device uses the detected values of the various sensors 61, 62, 64 to 67 input via the A / D converter 96 as history information such as operation history information representing the operation history of the engine 2. Store (store) in memory. When storing the history information of the engine 2 in the ECU 60, in order to leave the information permanently, the RAM 93, which is the volatile memory storing the operation information of the arithmetic processing of the CPU 91, is the EEPROM 95, which is the nonvolatile memory. Transfer and save history information to. However, this nonvolatile memory has a limit on the number of rewrites, and in particular, it is said that the reliability of stored information is lowered when rewriting is performed 100,000 times or more. Therefore, history information with a large number of rewrites is stored in the backup RAM 94. The backup RAM 94 is connected to a backup power source (battery 51), and the information storage state is continued only by the supply of power from the backup power source. Therefore, even if the ignition switch 99 of the snow vehicle 1 is turned OFF, the information is stored in the backup RAM 94. The saved state continues.

  As shown in FIG. 6, a personal computer (PC) 101 as a failure diagnosis apparatus can be externally connected to the ECU 60 via a connector 102. Fault diagnosis program software is incorporated in the PC 101. When the PC 101 is connected to the ECU 60, the history information stored in the RAM 93, the backup RAM 94, and the EEPROM 95 is read out to the PC 101 according to this program and is displayed on the monitor of the PC 101. This history information is displayed. Based on the displayed history information, various diagnoses such as a malfunction or failure of the engine 2 can be made.

  Therefore, by connecting the PC 101 to the ECU 60 at a dealer of the snow vehicle 1 or the like, the location of the malfunction or failure of the engine 2 of the snow vehicle 1 based on the history information such as the driving history information displayed on the monitor of the PC 101 Can be identified and diagnosed. As described above, the ECU 60, the various sensors 61, 62, 64 to 67, the PC 101, and the connector 102 shown in FIG. 6 form a failure diagnosis system for the engine 2. A unit that performs data conversion and data communication speed adjustment may be connected between the connector 102 and the PC 101.

  The RAM 92, the backup RAM 94, and the EEPROM 95 store the total operation time of the snow vehicle 1, the maximum engine speed for each water temperature of the engine 2, the number of occurrences of failure of each sensor, and the like as operation history information. It is used as

  In addition, the ECU 60 of the present management device includes operation history information including the maximum supercharging pressure value (MAX value) of the turbocharger 45 for each atmospheric pressure, and the latest MAX value (the latest MAX value) of the supercharging pressure of the turbocharger 45. ) And history information indicating the number of times the ignition timing has been changed are stored in the RAM 93, the backup RAM 94, and the EEPROM 95 as history information effective for failure diagnosis and determination of modification.

  As mentioned above, some snow vehicles have specifications that tend to be preferred by users with high-speed preferences, and as described above, the turbocharger is controlled by the turbocharger supercharging pressure control device. Since the target boost pressure is generally controlled to be lower in the highland than in the lowland, modifications may be made in the market to increase the boost pressure and increase the engine output. Such remodeling may cause an increase in the occurrence of engine troubles and failures, and the information representing the user's remodeling history is effective information for identifying and diagnosing engine troubles and troubles.

  Accordingly, as a modification method that allows the user to increase the engine output relatively easily, a change in the supercharging pressure of the turbocharger 45 and a change in the ignition timing of the engine 2 can be considered. As described above, the maximum value (MAX value) of the turbocharger 45 of the turbocharger 45 for each atmospheric pressure, the latest MAX value (the latest MAX value) of the turbocharger 45, and the number of times of ignition timing change of the turbocharger 45 are recorded. Information is stored in the RAM 93, the backup RAM 94, and the EEPROM 95 as information.

  Hereinafter, the MAX value storage process (MAX value storage process) of the turbocharger 45 for each atmospheric pressure will be described.

  FIG. 9 is a flowchart of the MAX value storage process executed by the ECU 60.

  This MAX value storing process is executed at a constant cycle.

  First, it is determined whether or not the ignition switch 99 is in an ON state (step S1). If not, the process is terminated. On the other hand, in the ON state, the data (FIG. 10) of the supercharging pressure of the turbocharger 45 for each atmospheric pressure stored in the EEPROM 95 is transferred to the RAM 93 (step S2). This MAX value data is the newest MAX value (stored MAX value) updated by this processing until the previous vehicle operation, and is stored by being divided into a plurality of atmospheric pressure ranges as shown in FIG. ing.

  Hereinafter, the MAX value data stored in the EEPROM 95 is referred to as saved MAX value data, and the MAX value data in the RAM 93 transferred from the EEPROM 95 is referred to as reference MAX value data.

  Next, when the transfer of the stored MAX value data in step S2 is completed (step S3), it is determined whether or not the engine 2 is in the complete explosion mode (step S4). In step S4, when the ignition switch 99 is ON and the engine speed is a predetermined value, for example, 500 rpm or more, it is determined that the complete explosion mode is set.

  If the result of determination in step S4 is that the engine 2 is not in the complete explosion mode, this process ends. On the other hand, if the engine 2 is in the complete explosion mode, it is determined whether or not the engine 2 satisfies the maximum boost pressure detection condition (step S5). In step S5, when the engine speed is a predetermined value, for example, 5000 rpm or more and the throttle valve opening is a predetermined value, for example, 70% or more, it is determined that the maximum boost pressure detection condition is satisfied.

  As a result of the determination in step S5, when the engine 2 does not satisfy the maximum supercharging pressure detection condition, this process ends. On the other hand, when the engine 2 satisfies the maximum boost pressure detection condition, the reference MAX value data is referred to, the reference MAX value corresponding to the atmospheric pressure range to which the detected value of the atmospheric pressure sensor 61 belongs, and the boost pressure sensor 62. , That is, the detected supercharging pressure Pc of the current turbocharger 45 is compared to determine whether or not the detected supercharging pressure Pc is larger than the reference MAX value (step S6).

  As a result of the determination in step S6, when the detected supercharging pressure Pc is equal to or less than the reference MAX value, this process ends. On the other hand, when the detected boost pressure Pc is larger than the reference MAX value, the maximum boost pressure value (detected boost pressure Pc) in the atmospheric pressure range to which the detected atmospheric pressure Pa belongs is detected. Of the reference MAX value data, the reference MAX value in the corresponding atmospheric pressure range is rewritten to the detected boost pressure Pc detected in step S6 (step S7). Thereby, the maximum value (MAX value) of the supercharging pressure Pc of the turbocharger 45 up to the present in each atmospheric pressure range is updated, and the reference MAX value data is updated.

  Next, it is determined whether or not the ignition switch 99 is in an ON state (step S8). If the ignition switch 99 is not in an ON state, this process is terminated. On the other hand, if the ignition switch 99 is in the ON state, the stored MAX value data stored in the EEPOROM 95 is updated (step S9), and the process is terminated, as in step S7. That is, in step S9, among the stored MAX value data in the EEPROM 95, the stored MAX value detected in step S6 and corresponding to the atmospheric pressure range to which the detected atmospheric pressure Pa belongs is rewritten to the detected supercharging pressure Pc.

  When the ignition switch 99 is in the ON state by the processing of step S9, the detected boost pressure Pc is reliably stored in the EEPROM 95, and the stored MAX value data in the EEPROM 95 is reliably updated, so that the current value in each atmospheric pressure range is updated. The maximum value (MAX value) of the supercharging pressure Pc of the turbocharger 45 is reliably stored in the EEPROM 95.

  As described above, according to the present MAX value storing process, the history of the maximum value of the supercharging pressure of the turbocharger 45 up to the present at each atmospheric pressure is stored in the EEPROM 95 which is a nonvolatile memory. By connecting the PC 101 to the ECU 60, stored MAX value data as history information stored in the EEPROM 95 is displayed on the monitor of the PC 101. Therefore, the dealer can know the maximum value of the supercharging pressure of the turbocharger 45 up to the present at each atmospheric pressure.

  Thus, the maximum value of the turbocharger 45 at each atmospheric pressure is compared with the target supercharging pressure, and the maximum value of the turbocharger 45 at each atmospheric pressure is equal to the target supercharging pressure. By checking whether the air is leaking from the intake passage 44 and the like, the initial failure of the turbocharger 45 caused by the failure of each part of the turbocharger supercharging pressure control device 70, the failure of the turbocharger 45 and the engine 2, Various diagnoses such as failure can be facilitated. In addition, the modification history of the turbocharger 45 can be known. These pieces of information are useful for maintenance of the engine 2.

  Further, the maximum value of the supercharging pressure of the turbocharger 45 in the case where the maximum supercharging pressure detection condition in which the engine speed is 5000 rpm or more and the throttle valve opening is 70% or more is stored (step S5). S6) It is possible to confirm the maximum value of the supercharging pressure of the turbocharger 45 when the engine 2 is under a high load and high rotation, thereby facilitating diagnosis of malfunctions and failures of the turbocharger 45, the supercharging pressure sensor 62, etc. be able to.

  Further, in step S2, the stored MAX value data (FIG. 10) in the EEPROM 95 is transferred to the RAM 93, and it is determined whether or not the stored MAX value is updated based on the data in the RAM 93 (step S6). However, since the data is stored in the EEPROM 95 and the stored MAX value data is updated, the number of times data is rewritten in the EEPROM 95, which is a nonvolatile memory, can be reduced, and the reliability of the data stored in the EEPROM 95 is improved.

  Hereinafter, the latest MAX value (latest MAX value) saving process (latest MAX value saving process) of the turbocharger 45 will be described.

  The history information of the maximum value (MAX value) of the turbocharger 45 of the turbocharger 45 up to the present at each atmospheric pressure obtained from the MAX value storage process of FIG. 9 is effective information for the engine 2 equipped with the turbocharger 45. However, since only the maximum value of the supercharging pressure is stored in the process of FIG. 9, although the turbocharger 45 is normal at the initial stage, a malfunction or failure occurs in the middle and the supercharging pressure is generated. In such a case, the failure or failure of the turbocharger 45 cannot be diagnosed by the PC 101, and the failure diagnosis of the turbocharger 45 depends on the sense of a dealer mechanic or the like. In view of this, this management apparatus enables various diagnoses of the malfunction or failure using the PC 101 when the turbocharger 45 fails during the process and the boost pressure cannot be increased. 11, the latest MAX value storage process is performed as described later.

  FIG. 11 is a flowchart of the latest MAX value storage process executed by the ECU 60.

  First, it is determined whether or not the engine 2 satisfies the latest MAX value storage condition (step S21). In step S21, when the engine speed is a predetermined value, for example, 5000 rpm or more and the throttle valve opening is a predetermined value, for example, 70% or more, it is determined that the latest MAX value storage condition is satisfied.

  As a result of the determination in step S21, when the engine 2 does not satisfy the latest MAX value storage condition, this process ends. On the other hand, when the engine 2 satisfies the latest MAX value storage condition, the latest MAX value (stored latest MAX value) stored in the backup RAM 94 by the present processing up to the previous time is erased from the backup RAM 94 (step S22), and the boost pressure is increased. Based on the detection value of the sensor 62, the supercharging pressure Pc of the turbocharger 45 is detected (step S23). The detection of the supercharging pressure Pc in step S23 is performed at regular intervals, for example, every 80 ms.

  Next, the minimum detected boost pressure Pc (detected latest MAX value) is selected from the latest six boost pressures (detected boost pressure) Pc detected in step S23 (step S24). That is, the minimum detected boost pressure is selected from the detected boost pressures Pc detected between 480 ms (80 ms × 6) before the current boost pressure Pc is detected (see FIG. 12). ). In step S24, when the detected boost pressure Pc is detected, the minimum detected boost pressure Pc (detected latest MAX value) is selected from the latest six detected boost pressures Pc. This is to prevent the latest MAX value from being saved.

  Next, it is determined whether or not the detected latest MAX value is larger than the stored latest MAX value stored in the backup RAM 94 (step S25).

  As a result of the determination in step S25, when the detected latest MAX value is not larger than the stored latest MAX value, this process is terminated. On the other hand, when the detected latest MAX value is larger than the stored latest MAX value, the stored latest MAX value stored in the backup RAM 94 is rewritten to this detected latest MAX value, and the stored latest MAX value is updated (step S26). Similarly to S21, it is determined whether or not the engine 2 satisfies the latest MAX value storage condition (step S27).

  In step S26, the saved latest MAX value is updated only when the detected latest MAX value exceeds the latest updated MAX value, that is, the saved latest MAX value stored in the current backup RAM 94. Thus, it is possible to prevent the detected supercharging pressure Pc when the supercharging pressure at the time of deceleration of the snow vehicle 1 from dropping is stored as the latest MAX value (see FIG. 12).

  As a result of the determination in step S27, when the engine 2 does not satisfy the latest MAX value storage condition, this process ends. On the other hand, when the engine 2 satisfies the latest MAX value storage condition, the process returns to step S23 and the subsequent processing is performed.

  As described above, according to the latest MAX value storing process, the latest MAX value, which is the latest maximum value of the supercharging pressure of the turbocharger 45, is stored in the backup RAM 94. Soon after, by connecting the PC 101 to the ECU 60, the latest MAX value as the history information stored in the backup RAM 94 is displayed on the monitor of the PC 101. In addition to the maximum value (MAX value) of the pressure, it can be confirmed how much the supercharging pressure was generated immediately after traveling. As a result, even if the turbocharger 45 is normal at the initial stage, the trouble or failure of the turbocharger 45 occurs when a trouble or failure occurs on the way and the supercharging pressure does not increase. Can be diagnosed using the PC 101.

  Further, the latest maximum value of the supercharging pressure of the turbocharger 45 when the engine speed is 5000 rpm or more and the throttle valve opening is 70% or more when the latest MAX value storage condition is satisfied is stored (step S21). S25), the latest maximum value of the supercharging pressure of the turbocharger 45 when the engine 2 is under high load and high rotation can be confirmed, and diagnosis of troubles and failures of the turbocharger 45, the supercharging pressure sensor 62, etc. can be diagnosed. Can be easily.

  Further, in this process, the updated stored latest MAX value is stored in the backup RAM 94. Therefore, when the latest MAX value is stored in the EEPROM 95, the reliability of the stored data (latest MAX value) when the number of updates increases. There are no defects that would be lacking in sex. Therefore, according to this processing, the reliability of data can be ensured, and the latest MAX value is stored in the backup RAM 94 so that the data can be left even after the ignition switch 99 is turned off. It is best to save.

  Further, since the noise component is not stored as the latest MAX value in step S24, it is possible to prevent the noise from being erroneously determined as the abnormal value of the latest maximum value of the supercharging pressure of the turbocharger 45.

  In addition, every time the latest MAX value storage condition is satisfied in this process, the latest stored MAX value in the backup RAM 94 is cleared (steps S21 and S22), so that the latest engine state can be confirmed by the PC 101.

  Hereinafter, the ignition timing change count saving process will be described.

  In this ignition timing change count saving process, the change count of the resistance value of the ignition adjustment register shown in FIG. 13 connected to the ECU 60 is stored as the ignition timing change count.

  As shown in FIG. 13 (a), the ignition timing adjustment register 111 is disposed in a relay box 112 attached to the snow vehicle 1. As shown in FIG. 13B, the ignition timing adjustment register 111 includes an ignition timing adjustment resistor 113, and one end of the ignition timing adjustment resistor 113 is connected to the 5V power supply 115 via the pull-up resistor 114 in the ECU 60. And the other end of the terminal is grounded.

  As shown in FIG. 13C, the ignition timing adjustment register 111 has, for example, 12 types having different resistance values of the ignition timing adjustment resistor 113. The ignition timing adjustment register 111 has an ignition timing that varies depending on the resistance value of the ignition timing adjustment resistor 113. Fine adjustment is possible. That is, since the voltage of the terminal 116 differs depending on the resistance value of the ignition timing adjustment resistor 113 of the ignition timing adjustment register 111 to be attached, the ECU 60 detects the voltage of the terminal 116 to detect the preset voltage of the terminal 116. The ignition timing is finely adjusted based on the relationship with the ignition timing.

  In the present embodiment, the type and ignition timing of the ignition timing adjustment register 111 correspond to the ignition timing corresponding to the resistance value of the ignition timing adjustment resistor 113 of the ignition timing adjustment register 111, as shown in FIG. The adjustment angle is set so that the ignition timing advances by 5 ° when the ignition timing adjustment resistor 113 has the smallest resistance value, and the ignition timing increases as the resistance value increases. The adjustment angle is set so that the adjustment angle increases in the direction of delaying the timing and the ignition timing is delayed by 6 ° for the one with the largest resistance value. In addition, as shown in FIG. 13C, the ignition timing adjustment register 111 is provided with marks x, 1 to 11 indicating the type, corresponding to the resistance value. Can be selected.

  Here, the ECU 60 controls the ignition timing to an optimal timing based on input signals from the sensors. Until the engine speed reaches 500 rpm or more and the engine 2 is determined to be in the complete explosion mode as described above, the engine is in the start mode, and the ignition timing control synchronized with the top dead center signal of the engine speed sensor 67 is performed. In the complete explosion mode, ignition is performed by adding correction values such as a water temperature correction value, a stabilization advance correction value, and a fuel cut recovery correction value determined by the water temperature to the basic ignition advance angle determined by the engine and manifold pressure. The timing is controlled.

  In order to perform highly accurate ignition timing control, it is necessary to adjust the reference ignition timing (reference ignition timing) so as to coincide with the basic ignition advance angle. In the present embodiment, it is assumed that the basic ignition advance is set to 5 ° before top dead center (BTDC 5 °). Due to mechanical variations due to the assembly of the engine, the reference ignition timing and the basic ignition advance are misaligned. To correct this deviation, check the number of deviations of the basic ignition timing relative to the basic ignition advance in the final process of engine assembly, and determine the ignition timing adjustment value according to the deviation relative to the basic ignition advance. The ignition timing adjustment register 111 having an adjustment angle corresponding to the ignition timing adjustment value is attached.

  In the above configuration, the user can change the ignition timing adjusted to the basic ignition advance in a range of approximately ± 5 ° by changing the type of the ignition timing adjustment register 111. When the reference ignition timing adjusted in advance is changed by the user with the intention of increasing the output of the engine, knocking occurs due to an excessive advance angle of the ignition timing, an exhaust temperature rises due to an excessive delay angle, etc. May cause damage. Therefore, in order to suppress the occurrence of an engine malfunction or failure due to such a change in the reference ignition timing by the user, as will be described later with reference to FIG. 14, the management device sets the number of changes in the resistance value of the ignition adjustment register. Information to be represented is stored in the EEPROM 95 as history information, and can be confirmed by the PC 101.

  FIG. 14 is a flowchart of the ignition timing change count saving process executed by the ECU 60.

  The ignition timing change count saving process is executed at a constant cycle.

  First, the stored ignition timing change count value, which is information representing the number of changes in the ignition timing adjustment register 111 up to the present, that is, the history of the number of changes in the ignition timing up to the present, stored in the EEPROM 95, and the previous main processing. The stored voltage value representing the voltage value corresponding to the resistance value of the ignition timing adjustment resistor 113 of the ignition timing adjustment register 111 that was sometimes attached is transferred to the RAM 93 (step S31).

  Next, when the transfer of the stored ignition timing change count value and the stored voltage value in step S31 is completed (step S32), it is determined whether or not the engine 2 is in the complete explosion mode as in step S4 of FIG. Step S33). If the engine 2 is not in the complete explosion mode, this process is terminated.

  On the other hand, when the engine 2 is in the complete explosion mode, the voltage value of the terminal 116 corresponding to the resistance value of the ignition timing adjusting resistor 113 of the ignition timing adjusting register 111 attached to the relay box 112 is detected, and this detected voltage The value is compared with the storage voltage value transferred to the RAM 93 in step S31 (step S34).

  As a result of this comparison, if the detected voltage value and the stored voltage value are the same, it is determined that the ignition timing adjustment resistor 113 has not been changed, that is, it is determined that the ignition timing has not been changed. On the other hand, when the detected voltage value and the stored voltage value are different, it is determined that the ignition timing adjustment resistor 113 has been changed, that is, it is determined that the ignition timing has been changed.

  As a result of the determination in step S34, when the detected voltage value is the same as the stored voltage value, this process ends. On the other hand, if the detected voltage value is different from the stored voltage value, 1 is added to the stored ignition timing change count value transferred to the RAM 93 in step S31, the ignition timing change count is increased by 1, and the latest ignition timing change count value is set. Is calculated (step S35), and it is determined whether or not the ignition switch 99 is in an ON state (step S36).

  If the result of determination in step S36 is that the ignition switch 99 is not in the ON state, this process ends. On the other hand, when the ignition switch 99 is in the ON state, the stored ignition timing change count value in the EEPROM 95 is rewritten with the latest ignition timing change count value calculated in Step S35, and the stored voltage value in the EEPROM 95 is detected in Step S35. The detected voltage value is rewritten, the stored ignition timing change count value and the stored voltage value of the EEPOM 95 are updated (step S37), and this process is terminated.

  When the ignition switch 99 is in the ON state by the processing of step S36, the latest ignition timing change count value and the detected voltage value are surely stored in the EEPROM 95, and the saved ignition timing change count value and the stored voltage value of the EEPROM 95 are respectively stored. Information indicating the number of times the ignition timing adjustment register 111 has been changed up to now and information corresponding to the resistance value of the ignition timing adjustment resistor 113 of the ignition timing adjustment register 111 attached to the EEPROM 95 are reliably updated. Saved.

  As described above, according to the ignition timing change count saving process, the reference ignition timing change count value (stored ignition timing change count value) by the user is stored in the EEPROM 95. For example, at the dealer, the PC 101 is stored in the ECU 60. By connecting, the stored ignition timing change count value as history information stored in the EEPROM 95 is displayed on the monitor of the PC 101. Therefore, the dealer can know the number of times the user has changed the ignition timing of the engine 2 up to now. Accordingly, it is possible to suppress the occurrence of an engine failure or failure due to a change in the ignition timing of the user, and to perform various diagnoses of such a failure or failure.

  In step S31, the stored ignition timing change count value and the stored voltage value in the EEPROM 95 are transferred to the RAM 93, and it is determined whether or not to update the stored ignition timing change count value and the stored voltage value based on the data in the RAM 93 (step S31). S34) Only when it is determined that the data is to be updated, the data is stored in the EEPROM 95 and the stored ignition timing change count value and the stored voltage value are updated. Therefore, the number of data rewrites in the EEPROM 95 can be reduced and stored in the EEPROM 95. The reliability of the received data is improved.

  The management device according to the present embodiment includes, as history information, operation history information including the maximum supercharging pressure value (MAX value) of the turbocharger 45 for each atmospheric pressure, and the latest MAX value of the supercharging pressure of the turbocharger 45. The operation history information including the (latest MAX value) and the history information indicating the number of times the ignition timing is changed are stored as history information effective for failure diagnosis and determination of modification, but the present invention is not limited to this. Instead, not all of the history information may be stored, or other history information may be stored. Furthermore, only the ignition timing change count may be stored as history information.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of a snow vehicle provided with the engine with a supercharger which concerns on one embodiment of this invention, and its management apparatus. FIG. 2 is a perspective view of the inside of an engine room viewed from the side of the snow vehicle of FIG. 1. FIG. 2 is a perspective view of the inside of an engine room viewed from above the snow vehicle of FIG. 1. It is a figure which shows schematic structure of the intake system of the engine in FIG. It is a figure which shows schematic structure of the intake system of the engine in FIG. It is a figure which shows schematic structure of ECU as a management apparatus which concerns on embodiment of this invention. It is a figure which shows the basic duty ratio map used with a turbocharger supercharging pressure control apparatus. It is a figure which shows the atmospheric pressure correction table used with a turbocharger supercharging pressure control apparatus. It is a flowchart of the MAX value preservation | save process performed by the management apparatus of this supercharged engine. It is a figure which shows the MAX value data preserve | saved by the MAX value preservation | save process of FIG. It is a flowchart of the newest MAX value preservation | save process performed by the management apparatus of this supercharged engine. It is a figure for demonstrating the newest MAX value preservation | save process of FIG. It is a figure which shows schematic structure of the ignition timing adjustment register attached to the snow vehicle of FIG. 1, Fig.13 (a) is a perspective view of an ignition timing adjustment register, FIG.13 (b) is an outline of an ignition timing adjustment register. It is a figure which shows a structure, and is a figure which shows the relationship between the resistance value of FIG.13 (c) ignition timing adjustment register, and an ignition timing adjustment angle. It is a flowchart of the ignition timing change frequency preservation | save process performed by the management apparatus of the engine with a supercharger.

Explanation of symbols

1 Snowmobile 2 4-cycle engine 38 CVT
45 Turbocharger 51 Backup power supply (battery)
60 ECU (supercharged engine management device)
70 Turbocharger Supercharging Pressure Controller 91 CPU
92 ROM
93 RAM
94 Backup RAM
95 EEPROM
111 Ignition timing adjustment register 113 Ignition timing adjustment resistor

Claims (6)

A supercharged engine management device,
A supercharging pressure detecting means for detecting a supercharging pressure of the supercharger, an atmospheric pressure detecting means for detecting atmospheric pressure, and a maximum supercharging pressure value of the supercharger are stored for each of a plurality of atmospheric pressure areas. A supercharged engine management device comprising a supercharging pressure storage means.   The supercharging pressure storage means includes a first memory and a second memory for storing a maximum supercharging pressure value of the supercharger, and the second memory is a non-volatile memory, and the supercharging The pressure storage means stores the supercharging pressure value of the supercharger in the first memory at a predetermined time interval, and the supercharging pressure value of the supercharger stored in the first memory and the pressure memory Only when the supercharging pressure value of the supercharger stored in the first memory is large, the supercharging pressure value of the supercharger stored in the second memory is compared. The supercharger-equipped engine management device according to claim 1, wherein a supercharging pressure value of the supercharger stored in a memory is updated. A supercharged engine management device,
A supercharging pressure detecting means for detecting the supercharging pressure of the supercharger, an engine speed detecting means for detecting the engine speed, and a throttle valve opening degree detecting means for detecting the opening degree of the throttle valve of the engine And a supercharging pressure storage means for storing the maximum supercharging pressure value of the supercharger when the engine speed and the throttle valve opening are each equal to or greater than a predetermined value. Management device.   The supercharging pressure detecting means detects the supercharging pressure of the supercharger at a predetermined time interval, and the supercharging pressure storage means is a plurality of latest supercharging pressure detection values detected by the supercharging pressure detecting means. 4. The supercharger-equipped engine management device according to claim 3, wherein a minimum supercharging pressure detection value is stored as a maximum supercharging pressure value of the supercharger.   The supercharging pressure storage means erases the stored maximum supercharging pressure value of the supercharger when the engine speed and the throttle opening become equal to or greater than a predetermined value, respectively, and again the latest supercharger maximum 5. The supercharger-equipped engine management device according to claim 3, wherein a supercharging pressure value is stored.   The supercharging pressure storage means includes a first memory and a second memory for storing a maximum supercharging pressure value of the supercharger, and the second memory is a non-volatile memory, and the supercharging The pressure storage means stores the supercharging pressure value of the supercharger in the first memory at a predetermined time interval, and the supercharging pressure value of the supercharger stored in the first memory and the pressure memory Only when the supercharging pressure value of the supercharger stored in the first memory is large, the supercharging pressure value of the supercharger stored in the second memory is compared. The supercharger-equipped engine management device according to any one of claims 3 to 5, wherein a supercharging pressure value of the supercharger stored in a memory is updated.

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