JP2009097362A - Control device for engine with two stage supercharger - Google Patents
Control device for engine with two stage supercharger Download PDFInfo
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
Description
本発明は、２段過給機付きエンジンの制御装置に関し、特に排気浄化用触媒が活性化温度以下のときエンジン回転数が低い所定運転領域における、排気浄化用触媒の活性化促進と過給確保の両立を図ったものに関する。 TECHNICAL FIELD The present invention relates to a control device for an engine with a two-stage supercharger, and in particular, promotes activation of an exhaust purification catalyst and ensures supercharging in a predetermined operation region where the engine speed is low when the exhaust purification catalyst is below an activation temperature. It is related with what aimed at coexistence.
車両に搭載されるガソリンエンジンにも、ディーゼルエンジンにもターボチャージャーを採用可能である。特にディーゼルエンジンでは、排気中のＮＯx 低減を目的として、ＥＧＲ（排気再循環）により排気を吸気系に還流させることで、燃料室内での燃焼を抑制して排気温度を下げるのが一般的である。このようにＥＧＲにより排気を吸気系に還流させる場合には、吸気中の酸素が不足気味になることから、排気通路及び吸気通路にターボチャージャーを装備し、過給により吸気充填量を増すのが一般的である。 Turbochargers can be used for both gasoline engines and diesel engines installed in vehicles. Particularly in diesel engines, for the purpose of NO x reduction in exhaust, by recirculating exhaust to the intake system by EGR (exhaust gas recirculation), lowering the exhaust temperature by suppressing the combustion of the fuel chamber common is there. In this way, when exhaust gas is recirculated to the intake system by EGR, oxygen in the intake air tends to be insufficient. Therefore, a turbocharger is provided in the exhaust passage and the intake passage, and the intake charge amount is increased by supercharging. It is common.
ターボチャージャーを装備する場合に、低回転域における加速応答性を確保する観点から、特許文献１に示すように、小型ターボチャージャーと大型ターボチャージャーとからなる２段式のターボチャージャーを装備する技術も周知である。ターボチャージャーの部位の排気通路には、通常、バイパス通路と、このバイパス通路を開閉するバイパス弁が設けられ、バイパス弁を開いた状態では排気流がターボチャージャーをバイパスし、バイパス弁を閉じた状態で排気流がターボチャージャーを流れ、過給作用が得られる。 When equipped with a turbocharger, from the viewpoint of ensuring acceleration response in a low rotation range, as shown in Patent Document 1, there is also a technology for installing a two-stage turbocharger comprising a small turbocharger and a large turbocharger. It is well known. The exhaust passage of the turbocharger part is usually provided with a bypass passage and a bypass valve that opens and closes the bypass passage. When the bypass valve is opened, the exhaust flow bypasses the turbocharger and the bypass valve is closed. The exhaust flow then flows through the turbocharger and a supercharging effect is obtained.
他方、排気系には排気浄化用触媒が装備されており、この排気浄化用触媒は、エンジンの始動直後などには所定の活性化温度（例えば、２５０〜３００℃）よりも低温であるため、排気浄化性能を十分に発揮できない。そこで、エンジンの始動直後などには、排気浄化用触媒の昇温を促進する為にターボチャージャーのバイパス弁を開いて排気流をバイパスさせることも公知である。
特許文献１に記載の２段式過給機付きエンジンにおいて、下流側のターボチャージャーよりも下流側に排気浄化用触媒を装備している場合、２つのターボチャージャーにより排気中の熱が奪われるため排気浄化用触媒の昇温速度が遅くなる。そこで、始動直後など触媒の温度が活性化温度以下の場合に、触媒の昇温を促進する為に２つのバイパス弁を開いて、２つのターボチャージャーをバイパスした排気流とすることが考えられる。 In the engine with a two-stage supercharger described in Patent Document 1, when an exhaust purification catalyst is provided on the downstream side of the downstream turbocharger, heat in the exhaust gas is taken away by the two turbochargers. The temperature increase rate of the exhaust purification catalyst becomes slow. Therefore, when the temperature of the catalyst is equal to or lower than the activation temperature, such as immediately after start-up, it is conceivable to open the two bypass valves in order to promote the temperature rise of the catalyst so that the exhaust flow bypasses the two turbochargers.
しかし、２つのバイパス弁を開いて２つのターボチャージャーをバイパスさせると、過給作用が全く得られないから車両の加速応答性を確保することができない。特に、２段式ターボチャージャーは、低回転域からの加速応答性を高める為に装備されるにも関わらず、その加速応答性を確保することができないという問題がある。 However, if the two bypass valves are opened to bypass the two turbochargers, the supercharging action cannot be obtained at all, and the acceleration response of the vehicle cannot be ensured. In particular, the two-stage turbocharger has a problem that the acceleration response cannot be ensured even though it is equipped to increase the acceleration response from a low rotation range.
他方、排気浄化用触媒が活性化温度以上のとき、エンジン回転数が低回転域にある間は、小型ターボチャージャーのみを過給作動させ、大型ターボチャージャーのバイパス弁を開状態にして排気をバイパスサさせるが普通である。この場合、エンジン回転数が中回転域に移行して、大型ターボチャージャーを過給作動に切換える際に、大型ターボチャージャーが停止状態から回転状態に迅速に移行しないため、大型ターボチャージャーの回転数の立ち上がりが鈍くなり、過給開始の応答性に欠けるという問題もある。 On the other hand, when the exhaust purification catalyst is above the activation temperature, while the engine speed is in the low speed range, only the small turbocharger is supercharged and the bypass valve of the large turbocharger is opened to bypass the exhaust. It is normal. In this case, when the engine speed is shifted to the middle speed range and the large turbocharger is switched to the supercharging operation, the large turbocharger does not quickly shift from the stopped state to the rotating state. There is also a problem that the start-up becomes dull and the responsiveness at the start of supercharging is lacking.
本発明の目的は、排気浄化用触媒の昇温と、加速応答性とを両立させることのできる２段過給機付きエンジンの制御装置を提供することであり、本発明の他の目的は、触媒の昇温後には低速域から中回転域に移行する際の過給開始の応答性を高め得る２段過給機付きエンジンの制御装置を提供することである。 An object of the present invention is to provide a control device for an engine with a two-stage supercharger that can achieve both a temperature rise of an exhaust purification catalyst and acceleration response, and another object of the present invention is to It is an object of the present invention to provide a control device for an engine with a two-stage supercharger that can improve the responsiveness of the start of supercharging when the catalyst temperature rises after shifting from the low speed region to the middle rotation region.
請求項１の２段過給機付きエンジンの制御装置は、排気通路及び吸気通路に設けられた第１，第２ターボチャージャーと、第１，第２ターボチャージャーを夫々バイパスする第１，第２バイパス通路と、第１，第２バイパス通路を夫々開閉可能な第１，第２バイパス弁と、第１，第２バイパス弁を制御するバイパス弁制御手段と、前記排気通路のうちの第１，第２ターボチャージャーよりも下流部分に装備された排気浄化用触媒とを備えた２段過給機付きエンジンの制御装置において、前記バイパス弁制御手段は、排気浄化用触媒の触媒温度が活性化温度以下のとき、エンジン運転状態がエンジン回転数が低い所定運転領域のうちの低回転域にあるときには第１，第２バイパス弁を開くと共に、前記所定運転領域のうちの低回転域より高回転域にあるときには第１，第２バイパス弁の一方のみを開くことを特徴としている。 The control device for an engine with a two-stage turbocharger according to claim 1 includes first and second turbochargers provided in the exhaust passage and the intake passage, and first and second bypasses the first and second turbochargers, respectively. A bypass passage; first and second bypass valves capable of opening and closing the first and second bypass passages; bypass valve control means for controlling the first and second bypass valves; In the control device for the engine with the two-stage supercharger provided with the exhaust purification catalyst installed in the downstream portion from the second turbocharger, the bypass valve control means is configured such that the catalyst temperature of the exhaust purification catalyst is the activation temperature. In the following cases, when the engine operating state is in the low rotation range of the predetermined operation range where the engine speed is low, the first and second bypass valves are opened, and the engine operation state is higher than the low rotation range of the predetermined operation range. It is characterized by opening only the first, one of the second bypass valve when in a.
この２段過給機付きエンジンの制御装置においては、排気浄化用触媒の触媒温度が活性化温度以下のとき、エンジン運転状態がエンジン回転数が低い所定運転領域のうちの低回転域にあるときには第１，第２バイパス弁を開くため、排気通路の排気は第１，第２ターボチャージャーバイパスして流れる。そのため、第１，第２ターボチャージャーにより排気の温度低下が生じることがないため、排気浄化用触媒の昇温を促進して昇温を高めることができる。 In the control device for the engine with the two-stage supercharger, when the catalyst temperature of the exhaust purification catalyst is equal to or lower than the activation temperature, the engine operation state is in a low rotation region of a predetermined operation region where the engine speed is low. Since the first and second bypass valves are opened, the exhaust gas in the exhaust passage flows by bypassing the first and second turbochargers. Therefore, the exhaust gas temperature is not lowered by the first and second turbochargers, and the temperature increase of the exhaust gas purification catalyst can be promoted to increase the temperature increase.
しかも、エンジン運転状態が前記所定運転領域のうちの低回転域より高回転域にあるときには第１，第２バイパス弁の一方のみを開くため、第１，第２ターボチャージャーの１つを作動させて過給することができるため、加速応答性を確保することができる。 In addition, when the engine operation state is higher than the low rotation range in the predetermined operation range, only one of the first and second bypass valves is opened, so that one of the first and second turbochargers is operated. Therefore, acceleration response can be ensured.
請求項２の２段過給機付きエンジンの制御装置は、請求項１の発明において、前記第１ターボチャージャーは第２ターボチャージャーよりも小型に構成され且つ第２ターボチャージャーよりも排気の流れ方向において上流側に配設され、前記バイパス弁制御手段は、排気浄化用触媒の触媒温度が所定の活性化温度以下のとき、エンジン運転状態が前記所定運転領域のうちの前記高回転域にあるときには、第１バイパス弁を閉じ且つ第２バイパス弁を開くことを特徴としている。 The control device for an engine with a two-stage turbocharger according to claim 2 is the invention according to claim 1, wherein the first turbocharger is configured to be smaller than the second turbocharger and the flow direction of the exhaust gas is greater than the second turbocharger. The bypass valve control means is arranged when the catalyst temperature of the exhaust purification catalyst is equal to or lower than a predetermined activation temperature, and when the engine operating state is in the high speed range of the predetermined operating range. The first bypass valve is closed and the second bypass valve is opened.
請求項３の２段過給機付きエンジンの制御装置は、請求項２の発明において、前記バイパス弁制御手段は、排気浄化用触媒の触媒温度が所定の活性化温度より高いときであって、かつエンジン運転状態が前記所定運転領域にあるときには、第１，第２バイパス弁を閉じることを特徴としている。 The control device for an engine with a two-stage supercharger according to claim 3 is the invention according to claim 2, wherein the bypass valve control means is configured such that the catalyst temperature of the exhaust purification catalyst is higher than a predetermined activation temperature. When the engine operating state is in the predetermined operating range, the first and second bypass valves are closed.
請求項１の発明によれば、排気浄化用触媒の触媒温度が活性化温度以下のとき、エンジン運転状態がエンジン回転数が低い所定運転領域のうちの低回転域にあるときには第１，第２バイパス弁を開くため、排気通路の排気は第１，第２ターボチャージャーバイパスして流れるため、第１，第２ターボチャージャーにより排気の温度低下が生じることがないため、排気浄化用触媒の昇温を促進して昇温を高めることができる。 According to the first aspect of the present invention, when the catalyst temperature of the exhaust purification catalyst is equal to or lower than the activation temperature, and when the engine operating state is in the low speed range of the predetermined operating range where the engine speed is low, the first and second Since the bypass valve is opened, the exhaust gas in the exhaust passage flows by bypassing the first and second turbochargers, so that the temperature of the exhaust gas does not decrease due to the first and second turbochargers. To increase the temperature rise.
しかも、エンジン運転状態が前記所定運転領域のうちの低回転域より高回転域にあるときには第１，第２バイパス弁の一方のみを開くため、第１，第２ターボチャージャーの１つを作動させて過給することができるため、加速応答性を確保することができる。 In addition, when the engine operation state is higher than the low rotation range in the predetermined operation range, only one of the first and second bypass valves is opened, so that one of the first and second turbochargers is operated. Therefore, acceleration response can be ensured.
請求項２の発明によれば、排気浄化用触媒の触媒温度が所定の活性化温度以下のとき、エンジン運転状態が前記所定運転領域のうちの前記高回転域にあるときには、第１バイパス弁を閉じ且つ第２バイパス弁を開くことにより、小型のターボチャージャーのみを作動させて過給することで加速応答性を確保することができるうえ、小型のターボチャージャーに比べて排気が通過したときの熱損失量が大きい大型のターボチャージャーをバイパスするように排気が流れるため、大型のターボチャージャーにより排気温度が低下するのを防止し、排気浄化用触媒の昇温を促進することができる。 According to the second aspect of the present invention, when the catalyst temperature of the exhaust gas purification catalyst is equal to or lower than the predetermined activation temperature, and when the engine operating state is in the high speed range of the predetermined operating range, the first bypass valve is set. By closing and opening the second bypass valve, acceleration response can be ensured by operating only a small turbocharger and supercharging, and the heat generated when exhaust passes compared to a small turbocharger. Since the exhaust flows so as to bypass the large turbocharger with a large loss amount, it is possible to prevent the exhaust temperature from being lowered by the large turbocharger and to promote the temperature rise of the exhaust purification catalyst.
請求項３の発明によれば、排気浄化用触媒の触媒温度が所定の活性化温度より高いときであって、かつエンジン運転状態が前記所定運転領域にあるときには、第１，第２バイパス弁を閉じるため、両方のターボチャージャーが過給作動することになる。エンジンの運転状態が中回転域に移行したときには、両方のターボチャージャーを作動させてフルに過給することになるが、大型のターボチャージャーは低回転域から回転していたため、中回転域に移行するときにも引き続き回転し続けるので、中回転域に移行したときに応答遅れなく迅速に過給開始するから、過給開始の応答性を高めることができる。 According to the invention of claim 3, when the catalyst temperature of the exhaust purification catalyst is higher than a predetermined activation temperature and the engine operating state is in the predetermined operating range, the first and second bypass valves are set. To close, both turbochargers will be supercharged. When the operating state of the engine shifts to the middle rotation range, both turbochargers are operated and the turbocharger is fully charged. However, since the large turbocharger was rotating from the low rotation range, it shifted to the middle rotation range. Since the engine continues to rotate even when the engine is turned on, the supercharging is started quickly without delay in response when the vehicle shifts to the middle rotation range, so that the responsiveness of the supercharging start can be improved.
以下、本発明を実施するための最良の形態について実施例に基づいて説明する。 Hereinafter, the best mode for carrying out the present invention will be described based on examples.
図１は、車両に搭載されたディーゼルエンジン１と、その吸気系及び排気系を示すものである。図に示すように、直列６気筒のディーゼルエンジン１の吸気通路２及び排気通路３には、第１ターボチャージャー４と第２ターボチャージャー５が設けられている。
第１ターボチャージャー４は、第２ターボチャージャー５よりも小型に構成され、排気通路３の排気流の流れ方向において第２ターボチャージャー５よりも上流側に設置されいる。第１ターボチャージャー４は第１タービン４ａと第１コンプレッサ４ｂとを備え、第２ターボチャージャー５は第２タービン５ａと第２コンプレッサ５ｂとを備えている。
FIG. 1 shows a diesel engine 1 mounted on a vehicle and its intake system and exhaust system. As shown in the figure, a first turbocharger 4 and a second turbocharger 5 are provided in the intake passage 2 and the exhaust passage 3 of the in-line 6-cylinder diesel engine 1.
The first turbocharger 4 is configured to be smaller than the second turbocharger 5, and is installed upstream of the second turbocharger 5 in the flow direction of the exhaust flow in the exhaust passage 3. The first turbocharger 4 includes a first turbine 4a and a first compressor 4b, and the second turbocharger 5 includes a second turbine 5a and a second compressor 5b.
吸気通路２の最下流部には吸気を冷却する為のインタークーラ６が介装され、吸気通路２には第１コンプレッサ４ｂをバイパスするバイパス通路２ａと、このバイパス通路２ａに設けられた吸気制御弁７とが設けられている。この吸気制御弁７は後述の制御ユニット２０によって制御され、第１，第２コンプレッサ４ｂ，５ｂからの吸気圧の高い方の吸気をエンジン１に供給するように制御される。 An intercooler 6 for cooling the intake air is interposed in the most downstream portion of the intake passage 2, and the intake passage 2 is provided with a bypass passage 2a that bypasses the first compressor 4b, and an intake air control provided in the bypass passage 2a. A valve 7 is provided. The intake control valve 7 is controlled by a control unit 20 which will be described later, and is controlled so as to supply intake air having higher intake pressure from the first and second compressors 4b and 5b to the engine 1.
排気通路３には、第１タービン４ａをバイパスする第１バイパス通路３ａと、第２タービン５ａをバイパスする第２バイパス通路３ｂとが設けられている。第１バイパス通路３ａにはその通路面積をリニアに変化させることのできる第１バイパス弁８が設けられている。第２バイパス通路３ｂには、その通路面積をリニアに変化させることのできる第２バイパス弁９が設けられている。第１，第２バイパス弁８，９は、リニアソレノイドを有し制御ユニット２０により制御される。排気通路３のうち、第１、第２タービン４ａ，５ａより下流側部分には、排気浄化用触媒１０と、排気中の黒鉛微粒子を除去する為のフィルターであるＤＰＦ１１が設けられている。 The exhaust passage 3 is provided with a first bypass passage 3a that bypasses the first turbine 4a and a second bypass passage 3b that bypasses the second turbine 5a. The first bypass passage 3a is provided with a first bypass valve 8 capable of linearly changing the passage area. The second bypass passage 3b is provided with a second bypass valve 9 that can linearly change the passage area. The first and second bypass valves 8 and 9 have linear solenoids and are controlled by the control unit 20. In the exhaust passage 3, downstream portions of the first and second turbines 4a and 5a are provided with an exhaust purification catalyst 10 and a DPF 11 which is a filter for removing graphite fine particles in the exhaust.
次に、このエンジンの制御系について説明する。
図２に示すように、この制御系には、エンジン１を制御する制御ユニット２０と、排気浄化用触媒１０の温度検出する触媒温度センサ２１と、エンジン１の回転数を検出するエンジン回転数センサ２２と、エンジン１のスロットル弁に連動連結されたアクセルの開度を検出するアクセル開度センサ２３と、第１バイパス弁８（小型Ｔ／Ｃバイパス弁）と、第２バイパス弁９（大型Ｔ／Ｃバイパス弁）とが接続されている。
Next, the engine control system will be described.
As shown in FIG. 2, the control system includes a control unit 20 that controls the engine 1, a catalyst temperature sensor 21 that detects the temperature of the exhaust purification catalyst 10, and an engine speed sensor that detects the speed of the engine 1. 22, an accelerator opening sensor 23 that detects the opening of the accelerator linked to the throttle valve of the engine 1, a first bypass valve 8 (small T / C bypass valve), and a second bypass valve 9 (large T / C bypass valve).
前記制御ユニット２０は、ＣＰＵとＲＯＭとＲＡＭを含むコンピュータと、入力インターフェースと、第１，第２バイパス弁８，９を駆動制御する駆動回路を含む出力インターフェースとを備えている。この制御ユニット２０のコンピュータのＲＯＭには、図３に示すマップＡと、図４に示すマップＢと、図５に示すバイパス弁制御の制御プログラムが予め格納されている。 The control unit 20 includes a computer including a CPU, a ROM, and a RAM, an input interface, and an output interface including a drive circuit that drives and controls the first and second bypass valves 8 and 9. The ROM of the computer of the control unit 20 stores in advance a map A shown in FIG. 3, a map B shown in FIG. 4, and a control program for bypass valve control shown in FIG.
図３，４に示すマップＡ，Ｂは、エンジンの運転状態に応じて第１，第２バイパス弁８，９を制御する為のマップである。図３のマップＡは、排気浄化用触媒１０の温度が所定の活性化温度（例えば、２５０〜３００℃の範囲の所定の温度）以下のときに適用するマップである。図４のマップＢは、排気浄化用触媒１０の温度が前記活性化温度よりも高いときに適用するマップである。 Maps A and B shown in FIGS. 3 and 4 are maps for controlling the first and second bypass valves 8 and 9 according to the operating state of the engine. A map A in FIG. 3 is a map applied when the temperature of the exhaust purification catalyst 10 is equal to or lower than a predetermined activation temperature (for example, a predetermined temperature in the range of 250 to 300 ° C.). A map B in FIG. 4 is a map applied when the temperature of the exhaust purification catalyst 10 is higher than the activation temperature.
マップＡにおいて、運転領域Ｌ１，Ｌ２はエンジン回転数が低い所定運転領域であり、運転領域Ｍ１，Ｍ２，Ｍ３は中回転域であり、運転領域Ｈは高回転域である。運転領域Ｌ１は前記の所定運転領域のうちの低回転域であり、運転領域Ｌ２は前記の所定運転領域のうちの低回転域（Ｌ１）よりも高回転域である。
マップＢにおいて、運転領域Ｌはエンジン回転数が低い所定運転領域であって、図３の運転領域Ｌ１，Ｌ２を合わせた運転領域に相当する。運転領域Ｍ４，Ｍ５は中回転域であって、図３のＭ１，Ｍ２，Ｍ３を合わせた運転領域に相当する。運転領域Ｈは図３と同様に高回転域である。
In the map A, the operation areas L1 and L2 are predetermined operation areas where the engine speed is low, the operation areas M1, M2 and M3 are medium rotation areas, and the operation area H is a high rotation area. The operation region L1 is a low rotation region in the predetermined operation region, and the operation region L2 is a higher rotation region than the low rotation region (L1) in the predetermined operation region.
In the map B, an operation region L is a predetermined operation region where the engine speed is low, and corresponds to an operation region that combines the operation regions L1 and L2 of FIG. The operation areas M4 and M5 are intermediate rotation areas, and correspond to the operation area in which M1, M2, and M3 in FIG. 3 are combined. The operation region H is a high rotation region as in FIG.
マップＡ，Ｂに付随する表は、第１，第２バイパス弁８，９を制御する状態（閉、開、リニア）を示すものであり、「リニア」とは「閉」と「開」と間の中間状態であり、運転状態に比例して通路断面積が増大するようにリニアソレノイドの制御を介して得られる状態である。 The tables attached to the maps A and B show the states (closed, open, linear) for controlling the first and second bypass valves 8 and 9, and “linear” means “closed” and “open”. It is a state obtained through the control of the linear solenoid so that the passage sectional area increases in proportion to the operation state.
次に、バイパス弁制御の制御プログラムについて図５のフローチャートに基づいて説明する。尚、図５のＳｉ（ｉ＝１，２，・・）は各ステップを示す。
エンジンが始動するとこの制御が開始され、最初に触媒温度センサ２１からの検出信号が読み込まれ（Ｓ１）、触媒温度Ｔが所定の活性化温度Ｔ０以下か否か判定され（Ｓ２）、その判定がＹｅｓのときはＳ３においてマップＡが選択されてＳ５へ移行し、また、Ｓ２の判定がＮｏのときはＳ４においてマップＢが選択されてＳ５へ移行する。
Next, a control program for bypass valve control will be described based on the flowchart of FIG. In FIG. 5, Si (i = 1, 2,...) Indicates each step.
When the engine is started, this control is started. First, a detection signal from the catalyst temperature sensor 21 is read (S1), and it is determined whether or not the catalyst temperature T is equal to or lower than a predetermined activation temperature T0 (S2). If Yes, map A is selected in S3 and the process proceeds to S5. If the determination in S2 is No, map B is selected in S4 and the process proceeds to S5.
Ｓ５では、アクセル開度センサ２３の検出信号と、エンジン回転数センサ２２の検出信号とが読み込まれ、Ｓ６では、エンジンの運転状態に応じて、前記マップＡまたはマップＢに基づいて、第１バイパス弁８（小型Ｔ／Ｃバイパス弁）と第２バイパス弁９（大型Ｔ／Ｃバイパス弁）とを制御し、その後Ｓ１へリターンする。 In S5, the detection signal of the accelerator opening sensor 23 and the detection signal of the engine speed sensor 22 are read. In S6, the first bypass is performed based on the map A or the map B according to the operating state of the engine. Control the valve 8 (small T / C bypass valve) and the second bypass valve 9 (large T / C bypass valve), and then return to S1.
排気浄化用触媒１０の触媒温度が所定の活性化温度Ｔ０以下のとき、エンジン運転状態がエンジン回転数が低い所定運転領域のうちの低回転域Ｌ１にあるときには第１，第２バイパス弁８，９を開くため、排気通路３の排気は、図６に示すように、第１，第２ターボチャージャー４，５のタービン４ａ，５ａをバイパスして流れる。そのため、第１，第２ターボチャージャー４，５により排気の温度低下が生じることがないため、排気浄化用触媒１０の昇温を促進して昇温を高めることができる。 When the catalyst temperature of the exhaust gas purification catalyst 10 is equal to or lower than a predetermined activation temperature T0, the first and second bypass valves 8, when the engine operating state is in the low rotation region L1 in the predetermined operation region where the engine speed is low. 9 is opened, the exhaust gas in the exhaust passage 3 flows bypassing the turbines 4a and 5a of the first and second turbochargers 4 and 5, as shown in FIG. For this reason, the first and second turbochargers 4 and 5 do not cause a decrease in the temperature of the exhaust gas. Therefore, the temperature increase of the exhaust purification catalyst 10 can be promoted to increase the temperature increase.
しかも、エンジン運転状態が、前記所定運転領域のうちの低回転域Ｌ１より高回転域Ｌ２にあるときには第２バイパス弁９のみを開くため、図７に示すように、小型の第１ターボチャージャー４のみを作動させて過給することができるから、加速応答性を確保することができる。そして、小型の第１ターボチャージャー４よりも排気が通過したときの熱損失量の大きい大型の第２ターボチャージャー５をバイパスするように排気が流れるため、大型の第２ターボチャージャー５により排気温度が低下するのを防止し、排気浄化用触媒１０の昇温を促進することができる。 In addition, since the second bypass valve 9 is opened only when the engine operating state is in the high rotation region L2 from the low rotation region L1 in the predetermined operation region, as shown in FIG. 7, the small first turbocharger 4 is provided. Therefore, acceleration response can be ensured. Since the exhaust flows so as to bypass the large second turbocharger 5 that has a larger heat loss when the exhaust passes than the small first turbocharger 4, the exhaust temperature of the large second turbocharger 5 increases the exhaust temperature. It is possible to prevent the decrease and promote the temperature rise of the exhaust purification catalyst 10.
また、中回転域の運転領域Ｍ１では、第１，第２バイパス弁８，９を閉じることで過給を十分に行うことができる。但し、運転領域Ｍ２では第１ターボチャージャー４の過回転抑制のため第１バイパス弁８の開度を運転状態に応じてリニアに増大させる。第１ターボチャージャー４の破損を防止し耐久性を確保することができる。同様に、運転領域Ｍ３では第１バイパス弁８を開き且つ第２バイパス弁９の開度を運転状態に応じてリニアに増大させる。尚、運転領域Ｍ２，Ｍ３においても第１，第２ターボチャージャー４，５による過給は十分に行なわれる。高回転域Ｈにおいては、第１，第２ターボチャージャー４，５の過回転抑制のため第１，第２バイパス弁８，９が開かれるけれども過給は十分に行なわれる。 Further, in the operation range M1 in the middle rotation range, the supercharging can be sufficiently performed by closing the first and second bypass valves 8 and 9. However, in the operation region M2, the opening degree of the first bypass valve 8 is linearly increased in accordance with the operation state in order to suppress the excessive rotation of the first turbocharger 4. It is possible to prevent the first turbocharger 4 from being damaged and ensure durability. Similarly, in the operation region M3, the first bypass valve 8 is opened and the opening degree of the second bypass valve 9 is linearly increased according to the operation state. Note that supercharging by the first and second turbochargers 4 and 5 is sufficiently performed also in the operation regions M2 and M3. In the high speed range H, the first and second bypass valves 8 and 9 are opened to suppress overspeed of the first and second turbochargers 4 and 5, but supercharging is sufficiently performed.
排気浄化用触媒の触媒温度が所定の活性化温度Ｔ０より高いとき、エンジン運転状態が前記所定運転領域にあるときには、図４のマップＢと、図８に示すように、第１，第２バイパス弁８，９を閉じるため、両方のターボチャージャー４，５が過給作動することになる。エンジンの運転状態が中回転域の運転領域Ｍ４に移行したときには、両方のターボチャージャー４，５を作動させてフルに過給することになるが、大型のターボチャージャー５は低回転域から回転していたため、中回転域の運転領域Ｍ４に移行するときにも引き続き回転し続けるので、中回転域の運転領域Ｍ４に移行したときに応答遅れなく迅速に過給開始するから、過給開始の応答性を高めることができる。 When the catalyst temperature of the exhaust purification catalyst is higher than a predetermined activation temperature T0, and when the engine operating state is in the predetermined operating range, as shown in FIG. 4 and FIG. Since the valves 8 and 9 are closed, both turbochargers 4 and 5 are supercharged. When the operating state of the engine shifts to the operation region M4 in the middle rotation range, both turbochargers 4 and 5 are operated to fully supercharge, but the large turbocharger 5 rotates from the low rotation range. Therefore, since it continues to rotate even when shifting to the operation region M4 in the middle rotation region, the supercharging starts quickly without delay in response when shifting to the operation region M4 in the middle rotation region. Can increase the sex.
次に、前記実施例を部分的に変更する例について説明する。
（１）前記マップＡにおける運転領域Ｍ１，Ｍ２，Ｍ３の区分けは一例に過ぎないし、また、マップＢにおける運転領域Ｍ４，Ｍ５の区分けは一例に過ぎない。
（２）前記実施例では、小型の第１ターボチャージャー４と大型の第２ターボチャージャー５とを備えたエンジンを例にして説明したが、請求項１の発明に関して言えば、第１及び第２ターボチャージャーは同等の大きさのものであってもよい。
（３）その他、当業者ならば本発明の趣旨を逸脱することなく、前記実施例に種々の変更を付加した形態で実施可能であり、本発明はそれらを包含するものである。
Next, an example in which the above embodiment is partially changed will be described.
(1) The division of the operation areas M1, M2, M3 in the map A is only an example, and the division of the operation areas M4, M5 in the map B is only an example.
(2) In the above-described embodiment, the engine including the small first turbocharger 4 and the large second turbocharger 5 has been described as an example. The turbocharger may be of the same size.
(3) In addition, those skilled in the art can implement the present invention in various forms added with various modifications without departing from the spirit of the present invention, and the present invention includes them.
１ エンジン
２ 吸気通路
３ 排気通路
３ａ 第１バイパス通路
３ｂ 第２バイパス通路
４ 第１ターボチャージャー（小型Ｔ／Ｃ）
５ 第２ターボチャージャー（大型Ｔ／Ｃ）
８ 第１バイパス弁
９ 第２バイパス弁
１０ 排気浄化用触媒
1 Engine 2 Intake passage 3 Exhaust passage 3a First bypass passage 3b Second bypass passage 4 First turbocharger (small T / C)
5 Second turbocharger (large T / C)
8 First bypass valve 9 Second bypass valve 10 Exhaust gas purification catalyst
Claims (3)
前記バイパス弁制御手段は、排気浄化用触媒の触媒温度が活性化温度以下のとき、エンジン運転状態がエンジン回転数が低い所定運転領域のうちの低回転域にあるときには第１，第２バイパス弁を開くと共に、前記所定運転領域のうちの低回転域より高回転域にあるときには第１，第２バイパス弁の一方のみを開くことを特徴とする２段過給機付きエンジンの制御装置。 The first and second turbochargers provided in the exhaust passage and the intake passage, the first and second bypass passages bypassing the first and second turbochargers, and the first and second bypass passages can be opened and closed, respectively. First and second bypass valves, bypass valve control means for controlling the first and second bypass valves, and an exhaust purification catalyst installed in a downstream portion of the exhaust passage from the first and second turbochargers In a control device for an engine with a two-stage turbocharger comprising:
The bypass valve control means includes the first and second bypass valves when the catalyst temperature of the exhaust purification catalyst is equal to or lower than the activation temperature and when the engine operating state is in a low rotation range of a predetermined operation range where the engine speed is low. And a control device for an engine with a two-stage supercharger, wherein only one of the first and second bypass valves is opened when the engine is in a higher speed range than a low speed range in the predetermined operating range.
前記バイパス弁制御手段は、排気浄化用触媒の触媒温度が所定の活性化温度以下のとき、エンジン運転状態が前記所定運転領域のうちの前記高回転域にあるときには、第１バイパス弁を閉じ且つ第２バイパス弁を開くことを特徴とする請求項１に記載の２段過給機付きエンジンの制御装置。 The first turbocharger is configured to be smaller than the second turbocharger and disposed upstream of the second turbocharger in the exhaust flow direction;
The bypass valve control means closes the first bypass valve when the catalyst temperature of the exhaust purification catalyst is equal to or lower than a predetermined activation temperature, and when the engine operating state is in the high rotation range of the predetermined operation range, and The control device for an engine with a two-stage supercharger according to claim 1, wherein the second bypass valve is opened.
前記バイパス弁制御手段は、排気浄化用触媒の触媒温度が所定の活性化温度より高いときであって、かつエンジン運転状態が前記所定運転領域にあるときには、第１，第２バイパス弁を閉じることを特徴とする請求項２に記載の２段過給機付きエンジンの制御装置。 (add to)
The bypass valve control means closes the first and second bypass valves when the catalyst temperature of the exhaust purification catalyst is higher than a predetermined activation temperature and the engine operating state is in the predetermined operating range. The engine control device with a two-stage supercharger according to claim 2.
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