JP2009180112A - Supercharging pressure control system - Google Patents

Supercharging pressure control system Download PDF

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JP2009180112A
JP2009180112A JP2008018261A JP2008018261A JP2009180112A JP 2009180112 A JP2009180112 A JP 2009180112A JP 2008018261 A JP2008018261 A JP 2008018261A JP 2008018261 A JP2008018261 A JP 2008018261A JP 2009180112 A JP2009180112 A JP 2009180112A
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pressure
throttle valve
valve
sensor
opening
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JP5063388B2 (en
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Koji Fujii
孝治 藤井
Atsushi Murata
敦 村田
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Daihatsu Motor Co Ltd
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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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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

<P>PROBLEM TO BE SOLVED: To improve or moderate disadvantageous events along with remarkable rise of a pressure inside a passageway from a compressor to a throttle valve, in a low or intermediate load region where a throttle opening degree is relatively small. <P>SOLUTION: A supercharging pressure control system is configured to include an opening degree sensor 14 for detecting an opening degree of a throttle valve 13, a pressure sensor 16 for detecting an intake pipe pressure at downstream of the throttle valve 13, and an electronic control device 12 for suppressing a target supercharging pressure at downstream of the throttle valve 13 to less than actual intake pipe pressure detected by the pressure sensor 16, if an throttle opening degree detected by the opening degree sensor 14 is equal to or less than a predetermined value. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、ターボ過給機による過給圧の制御を行うシステムに関する。   The present invention relates to a system for controlling supercharging pressure by a turbocharger.

エンジンの排気でタービンを回転させてコンプレッサを駆動し吸気を過給するターボ過給機にあっては、排気ガスの一部をタービンに導入せずに迂回させるウェイストゲートバルブを設け、このウェイストゲートバルブの開閉を通じて過給圧を目標過給圧に制御することが通例である。   In a turbocharger that rotates a turbine with engine exhaust and drives a compressor to supercharge intake air, a waste gate valve that bypasses part of the exhaust gas without introducing it into the turbine is provided. It is customary to control the supercharging pressure to the target supercharging pressure through opening and closing of the valve.

ウェイストゲートバルブは、ダイヤフラム室に過給気が供給されるダイヤフラム式アクチュエータによって駆動する。アクチュエータには、ダイヤフラム室を大気に開放し得る制御バルブが付帯している。制御バルブは、目標過給圧と実際の過給圧との偏差に基づいて設定される制御電圧のデューティ比に応じてその開度を変動させる。デューティ比を１００％とすれば、制御バルブが全開となり、ダイヤフラム室が大気圧近くまで減圧されてウェイストゲートバルブが閉じる。デューティ比を１００％未満の所要の値とすれば、制御バルブがデューティ比に応じた開度に絞られ、ダイヤフラム室は過給圧より低いものの大気圧よりは高い圧力となって、その圧力でウェイストゲートバルブが開く。かくして、ウェイストゲートバルブの開度を調節し、以て過給圧のフィードバック制御を実施することができる。   The waste gate valve is driven by a diaphragm actuator in which supercharged air is supplied to the diaphragm chamber. The actuator is accompanied by a control valve that can open the diaphragm chamber to the atmosphere. The control valve varies its opening according to the duty ratio of the control voltage set based on the deviation between the target boost pressure and the actual boost pressure. If the duty ratio is 100%, the control valve is fully opened, the diaphragm chamber is decompressed to near atmospheric pressure, and the waste gate valve is closed. If the duty ratio is set to a required value of less than 100%, the control valve is throttled to an opening corresponding to the duty ratio, and the diaphragm chamber is lower than the supercharging pressure but higher than the atmospheric pressure. The waste gate valve opens. Thus, it is possible to adjust the opening degree of the waste gate valve and thereby perform the supercharging pressure feedback control.

下記特許文献に記載のシステムでは、スロットルバルブの開度が中程度の負荷領域において、ウェイストゲートバルブの開閉を司る制御バルブに印加する電圧のデューティ比に制限を与え、過給圧を目標過給圧未満に抑制するようにしている。
特開２００２−０４７９４０号公報 In the system described in the following patent document, the duty ratio of the voltage applied to the control valve that controls the opening and closing of the waste gate valve is limited in the load region where the opening of the throttle valve is moderate, and the supercharging pressure is set to the target supercharging. The pressure is controlled below the pressure.
JP 2002-047940 A

スロットルバルブの開度が比較的小さい低中負荷領域においては、コンプレッサからスロットルバルブに至るまでの通路内の圧力が、スロットルバルブ下流での目標過給圧よりも大幅に上昇することがある。この過大圧力は、同時に生起する吸気温の上昇とも相まって、過給圧のオーバーシュートやサージ、スロットルオフ時のリリーフ音の発生、エンジンのノッキング、燃費の悪化、排気温の上昇等を招く。   In a low / medium load region where the opening of the throttle valve is relatively small, the pressure in the passage from the compressor to the throttle valve may be significantly higher than the target boost pressure downstream of the throttle valve. This excessive pressure, combined with the increase in intake air temperature that occurs at the same time, causes overshoot and surge of the supercharging pressure, generation of relief noise when the throttle is off, engine knocking, deterioration of fuel consumption, increase in exhaust temperature, and the like.

以上の問題に初めて着目してなされた本発明は、低中負荷領域における上記の不利益事象の良化ないし緩和を図ることを所期の目的としている。   The present invention, which has been made by paying attention to the above problems for the first time, is intended to improve or alleviate the above-mentioned disadvantageous events in the low-medium load region.

上述した課題を解決するべく、本発明では、エンジンの排気でタービンを回転させコンプレッサを駆動して吸気を過給するターボ過給機を制御するものであって、タービンに流入する排気の量を調節するウェイストゲートバルブと、コンプレッサが吐出する過給気の圧力を利用してウェイストゲートバルブを開閉するアクチュエータと、アクチュエータに導入する圧力を調節する制御バルブと、エンジンのスロットルバルブの開度を検出する開度センサと、スロットルバルブ下流の吸気管圧力を検出する圧力センサと、制御バルブを操作してスロットルバルブ下流の過給圧をフィードバック制御するとともに、開度センサで検出されたスロットルバルブの開度が所定値以下である場合にはスロットルバルブ下流の目標過給圧を圧力センサで検出される実際の吸気管圧力未満に抑制する電子制御装置とを具備する過給圧制御システムを構成した。   In order to solve the above-described problems, the present invention controls a turbocharger that rotates a turbine with engine exhaust and drives a compressor to supercharge intake air, and controls the amount of exhaust flowing into the turbine. Detects the opening of the throttle valve of the engine, the wastegate valve to be adjusted, the actuator that opens and closes the wastegate valve using the pressure of the supercharged air discharged from the compressor, the control valve that adjusts the pressure introduced into the actuator An opening sensor that detects the intake pipe pressure downstream of the throttle valve, and feedback control of the supercharging pressure downstream of the throttle valve by operating the control valve, and opens the throttle valve detected by the opening sensor. If the degree is less than the predetermined value, the target boost pressure downstream of the throttle valve is detected by the pressure sensor. To constitute a supercharging pressure control system comprising a real suppressing the electronic control device to be less than the intake pipe pressure is.

本発明によれば、スロットルバルブの開度が比較的小さい低中負荷領域において、コンプレッサからスロットルバルブに至るまでの通路内の圧力が著しく上昇することがなくなる。従って、低中負荷領域における不利益事象を良化ないし緩和することができる。   According to the present invention, the pressure in the passage from the compressor to the throttle valve is not significantly increased in a low and medium load region where the opening of the throttle valve is relatively small. Therefore, it is possible to improve or alleviate a disadvantageous event in the low and medium load region.

以下、本発明の一実施形態を、図面を参照して説明する。本実施形態のターボ過給機１及び過給圧制御システムの概要を、図１に示す。ターボ過給機１は、例えば自動車用の４気筒エンジンに装着されるもので、エンジンから排出される排気ガスのエネルギー即ち排気圧を受けて回転する排気タービン２と、排気タービン２によって駆動されるコンプレッサ３とを要素とする。エアクリーナ４を通して吸入した空気は、コンプレッサ３で圧縮されてエンジンに供給される。並びに、排気タービン２を迂回するバイパス通路６を形成し、そのバイパス通路６にウェイストゲートバルブ７を介設している。バイパス通路６の内径は、排気タービン２のホイール径の約０．６〜１．０倍である。ウェイストゲートバルブ７は、ダイヤフラム８１式のアクチュエータ８で開閉駆動する。   Hereinafter, an embodiment of the present invention will be described with reference to the drawings. An outline of the turbocharger 1 and the supercharging pressure control system of the present embodiment is shown in FIG. The turbocharger 1 is mounted on, for example, a four-cylinder engine for automobiles, and is driven by an exhaust turbine 2 that rotates by receiving energy of exhaust gas discharged from the engine, that is, exhaust pressure, and the exhaust turbine 2. The compressor 3 is an element. The air sucked through the air cleaner 4 is compressed by the compressor 3 and supplied to the engine. In addition, a bypass passage 6 that bypasses the exhaust turbine 2 is formed, and a waste gate valve 7 is interposed in the bypass passage 6. The inner diameter of the bypass passage 6 is about 0.6 to 1.0 times the wheel diameter of the exhaust turbine 2. The waste gate valve 7 is driven to open and close by a diaphragm 81 type actuator 8.

アクチュエータ８は、調圧スプリング（図示せず）により後方に弾性付勢されたダイヤフラム８１及びダイヤフラム室８２を設けてなり、ダイヤフラム室８２内に導入した空気の圧力が調圧スプリングの付勢力に抗してダイヤフラム８１を変位させ作動ロッド８３を前方へ進出させる仕組みとなっている。ウェイストゲートバルブ７の開度は、作動ロッド８３の進出量に応じて変動する。ダイヤフラム室８２は、導圧路９を介してコンプレッサ３下流の吸気通路５に連通する。さらに、導圧路９は、中途から分岐した圧抜路１０を介して大気、特にエアクリーナ４内に連通している。そして、この圧抜路１０に、制御バルブ１１を介設している。   The actuator 8 includes a diaphragm 81 and a diaphragm chamber 82 that are elastically urged rearward by a pressure adjusting spring (not shown), and the pressure of the air introduced into the diaphragm chamber 82 resists the urging force of the pressure adjusting spring. Thus, the diaphragm 81 is displaced to move the operating rod 83 forward. The opening degree of the waste gate valve 7 varies according to the advancement amount of the operating rod 83. The diaphragm chamber 82 communicates with the intake passage 5 downstream of the compressor 3 via the pressure guide passage 9. Further, the pressure guiding path 9 communicates with the atmosphere, in particular, the air cleaner 4 via a pressure relief path 10 branched from the middle. A control valve 11 is interposed in the pressure relief passage 10.

制御バルブ１１は、弁体（図示せず）を電磁アクチュエータで作動させるもので、開放時間の長さを規定するデューティ比を有した制御電圧信号（パルス電圧）を電磁アクチュエータに印加することで、そのデューティ比に応じた開度に制御可能である。制御バルブ１１のデューティ制御は、電子制御装置１２が司る。   The control valve 11 operates a valve body (not shown) with an electromagnetic actuator. By applying a control voltage signal (pulse voltage) having a duty ratio that defines the length of the open time to the electromagnetic actuator, The opening can be controlled according to the duty ratio. The electronic control device 12 controls the duty control of the control valve 11.

電子制御装置１２は、制御バルブ１１の操作を通じて、ウェイストゲートバルブ７の開度、ひいては過給圧をフィードバック制御する。電子制御装置１２は、ＣＰＵ、ＲＡＭ、ＲＯＭまたはフラッシュメモリ、入力インタフェース及び出力インタフェース等を備えたマイクロコンピュータである。入力インタフェースには、アクセルペダルに連動するスロットルバルブ１３の開度を検出する開度センサ１４から出力される開度信号ａ、スロットルバルブ１３下流の吸気管（または、サージタンク１５）内の圧力を検出する圧力センサ１６から出力される過給圧信号ｂ、吸気管（または、サージタンク１５）内の吸気温を検出する温度センサ２０から出力される吸気温信号ｇ、エンジンの回転状態を検出するカムポジションセンサ１７から出力される気筒判別信号Ｇ１、クランク角度基準位置信号Ｇ２及びエンジン回転数信号ｃ、エンジンの冷却水温を検出する水温センサ１８から出力される水温信号ｄ、車速を検出する車速センサ１９から出力される車速信号ｅ等がそれぞれ入力される。出力インタフェースからは、制御バルブ１１の電磁アクチュエータに対して制御電圧信号が出力される。ＲＯＭまたはフラッシュメモリには、実行されるべきプログラムが予め格納されており、実行に際してＲＡＭへ読み込まれ、ＣＰＵによって解読される。その上で、電子制御装置１２は、各種センサからの信号に基づき、燃料噴射量の制御、過給圧の制御等を実施する。   The electronic control unit 12 feedback-controls the opening degree of the waste gate valve 7 and thus the supercharging pressure through the operation of the control valve 11. The electronic control device 12 is a microcomputer including a CPU, RAM, ROM or flash memory, an input interface, an output interface, and the like. The input interface includes an opening signal a output from an opening sensor 14 that detects the opening of the throttle valve 13 that is linked to the accelerator pedal, and the pressure in the intake pipe (or surge tank 15) downstream of the throttle valve 13. A boost pressure signal b output from the pressure sensor 16 to be detected, an intake air temperature signal g output from the temperature sensor 20 to detect the intake air temperature in the intake pipe (or the surge tank 15), and the rotational state of the engine are detected. Cylinder discrimination signal G1, crank angle reference position signal G2 and engine speed signal c outputted from cam position sensor 17, water temperature signal d outputted from water temperature sensor 18 for detecting engine cooling water temperature, vehicle speed sensor for detecting vehicle speed A vehicle speed signal e and the like output from 19 are respectively input. A control voltage signal is output from the output interface to the electromagnetic actuator of the control valve 11. A program to be executed is stored in advance in the ROM or flash memory, and is read into the RAM at the time of execution and decoded by the CPU. Then, the electronic control unit 12 performs control of the fuel injection amount, supercharging pressure, and the like based on signals from various sensors.

過給圧制御にあたり、電子制御装置１２が実行する処理手順の概略を、図２に示す。まず、電子制御装置１２は、過給圧のフィードバック制御を実施することが許容されるか否かを判断する（ステップＳ１）。フィードバック制御は、以下の条件を満足する場合に実施可能である。即ち、エンジンの冷却水温が所定範囲、例えば暖機完了を判定する温度と高負荷状態にあるときの温度との間の範囲内である、始動後である、圧力センサ１６及び水温センサ１８が正常な状態を所定時間持続している、過大トルクの発生により走行に支障が出るために燃料の供給を中止するトラクション燃料カット中ではない、といった条件を満たす運転状態にある場合に、過給圧をフィードバック制御する。何れかの条件を満足しない場合には、過給圧を全閉制御する。   An outline of a processing procedure executed by the electronic control unit 12 in supercharging pressure control is shown in FIG. First, the electronic control unit 12 determines whether or not to perform feedback control of the supercharging pressure (step S1). The feedback control can be performed when the following conditions are satisfied. That is, the engine coolant temperature is within a predetermined range, for example, a range between a temperature at which completion of warm-up is completed and a temperature at a high load state, and the pressure sensor 16 and the water temperature sensor 18 after starting are normal. For a certain period of time, or when the engine is in an operating condition that satisfies the condition that the fuel supply is not being cut to stop the fuel supply due to the occurrence of excessive torque. Feedback control. When either condition is not satisfied, the supercharging pressure is fully closed.

過給圧をフィードバック制御する場合、目標過給圧ＰＭＴを設定する（ステップＳ２）。目標過給圧ＰＭＴは通常、エンジン回転数ＮＥ及びスロットルバルブ１３の開度ＴＡの関数である。電子制御装置１２は、ＲＡＭ、ＲＯＭまたはフラッシュメモリの記憶領域に、エンジン回転数及びスロットル開度と目標過給圧との関係を規定するテーブル情報を記憶しており、このテーブルを参照して目標過給圧を決定する。エンジン回転数を一定とした場合に、ステップＳ２にて設定する目標過給圧の特性を、図３に例示する。図３中符号ＰＭ’は、制御バルブ１１を全閉、即ちアクチュエータ８のセット圧成り行きでウェイストゲートバルブ７が動作する状況下で運転したときに圧力センサ１６で検出される吸気管圧力である。スロットルバルブ１３の開度が閾値α以下の範囲では、目標過給圧が常に実際の吸気管圧力を下回っているよう、目標過給圧ＰＭＴのテーブル値を曲線ＰＭ’よりも下方の値としておく。閾値αは、スロットルバルブ１３の前後の差圧が充分小さくなる開度、換言すれば吸気通路５内の圧力が大幅に上昇してしまう問題を引き起こさない開度である。図３中符号ＰＭは、本実施形態のシステムにより過給圧制御を実施した場合の吸気管圧力である。曲線ＰＭは、スロットルバルブ１３の開度が閾値α以下の範囲で曲線ＰＭ’と重なり、閾値α以上の領域で曲線ＰＭＴと重なる。また、符号ＰＭＦは、本実施形態のシステムにより過給圧制御を実施した場合の、コンプレッサ３とスロットルバルブ１３との間の吸気通路５内の圧力である。   When feedback control of the supercharging pressure is performed, a target supercharging pressure PMT is set (step S2). The target boost pressure PMT is usually a function of the engine speed NE and the opening degree TA of the throttle valve 13. The electronic control unit 12 stores table information that defines the relationship between the engine speed, the throttle opening, and the target boost pressure in the storage area of the RAM, ROM, or flash memory. Determine the supercharging pressure. FIG. 3 illustrates the characteristic of the target boost pressure set in step S2 when the engine speed is constant. Reference sign PM ′ in FIG. 3 is an intake pipe pressure detected by the pressure sensor 16 when the control valve 11 is fully closed, that is, when the waste gate valve 7 is operated under the set pressure of the actuator 8. In a range where the opening of the throttle valve 13 is equal to or less than the threshold value α, the table value of the target boost pressure PMT is set to a value lower than the curve PM ′ so that the target boost pressure is always lower than the actual intake pipe pressure. . The threshold value α is an opening at which the differential pressure before and after the throttle valve 13 becomes sufficiently small, in other words, an opening that does not cause a problem that the pressure in the intake passage 5 significantly increases. The symbol PM in FIG. 3 is the intake pipe pressure when the supercharging pressure control is performed by the system of the present embodiment. The curve PM overlaps with the curve PM ′ in the range where the opening degree of the throttle valve 13 is equal to or less than the threshold value α, and overlaps with the curve PMT in a region where the opening degree is equal to or more than the threshold value α. The symbol PMF is the pressure in the intake passage 5 between the compressor 3 and the throttle valve 13 when the supercharging pressure control is performed by the system of the present embodiment.

しかして、スロットルバルブ１３下流の過給圧を目標過給圧に追従させるべく、ウェイストゲートバルブ７の開度を調節する。目標過給圧ＰＭＴと実際の吸気管圧力ＰＭとを比較し（ステップＳ３）、両者の偏差が正であれば、制御バルブ１１の電磁アクチュエータに印加する制御電圧信号のデューティ比ＤＢＳＴに所定の加算係数ｋ１を加算する（ステップＳ４）。偏差が負であれば、制御電圧信号のデューティ比ＤＢＳＴから所定の減算係数ｋ２を減算する（ステップＳ５）。但し、ステップＳ４及びＳ５にて、０％≦ＤＢＳＴ≦１００％である。   Accordingly, the opening degree of the waste gate valve 7 is adjusted so that the boost pressure downstream of the throttle valve 13 follows the target boost pressure. The target boost pressure PMT and the actual intake pipe pressure PM are compared (step S3). If the deviation between the two is positive, a predetermined addition is added to the duty ratio DBST of the control voltage signal applied to the electromagnetic actuator of the control valve 11. The coefficient k1 is added (step S4). If the deviation is negative, a predetermined subtraction coefficient k2 is subtracted from the duty ratio DBST of the control voltage signal (step S5). However, in steps S4 and S5, 0% ≦ DBST ≦ 100%.

そして、上記のステップＳ１ないしＳ５を反復的に実行する。   Then, the above steps S1 to S5 are repeatedly executed.

本実施形態によれば、エンジンの排気でタービン２を回転させコンプレッサ３を駆動して吸気を過給するターボ過給機１を制御するものであって、タービン２に流入する排気の量を調節するウェイストゲートバルブ７と、コンプレッサ３が吐出する過給気の圧力を利用してウェイストゲートバルブ７を開閉するアクチュエータ８と、アクチュエータ８に導入する圧力を調節する制御バルブ１１と、エンジンのスロットルバルブ１３の開度を検出する開度センサ１４と、スロットルバルブ１３下流の吸気管（または、サージタンク１５）圧力を検出する圧力センサ１６と、制御バルブ１１を操作してスロットルバルブ１３下流の過給圧をフィードバック制御するとともに、開度センサ１４で検出されたスロットルバルブ１３の開度が所定の閾値以下である場合には、スロットルバルブ１３下流の目標過給圧を、常に圧力センサ１６で検出される実際の吸気管圧力未満となるように設定する電子制御装置１２とを具備する過給圧制御システムを構成したため、スロットルバルブ１３の開度が比較的小さい低中負荷領域において、コンプレッサ３からスロットルバルブ１３に至るまでの通路５内の圧力が著しく上昇することがなくなる。低中負荷領域における過給圧を必要最小限に抑えることができるので、吸気温も徒に上昇せず、燃費の向上に奏効する。目標過給圧が低減するに伴い、ウェイストゲートバルブ７は開く方向に制御されることから、過渡運転でも過給圧がオーバーシュートしない。過給圧のサージ、スロットルオフ時のリリーフ音の発生、エンジンのノッキング、排気温の上昇等も回避できる。   According to the present embodiment, the turbocharger 1 that controls the turbocharger 1 that rotates the turbine 2 with engine exhaust and drives the compressor 3 to supercharge intake air is adjusted, and the amount of exhaust gas flowing into the turbine 2 is adjusted. A waste gate valve 7 that operates, an actuator 8 that opens and closes the waste gate valve 7 using the pressure of supercharged air discharged from the compressor 3, a control valve 11 that adjusts the pressure introduced into the actuator 8, and an engine throttle valve 13, an opening sensor 14 for detecting the opening of the throttle 13, a pressure sensor 16 for detecting the pressure of the intake pipe (or surge tank 15) downstream of the throttle valve 13, and supercharging downstream of the throttle valve 13 by operating the control valve 11. While the pressure is feedback controlled, the opening of the throttle valve 13 detected by the opening sensor 14 is a predetermined threshold value. If so, the boost pressure control is provided with an electronic control unit 12 that sets the target boost pressure downstream of the throttle valve 13 to be always less than the actual intake pipe pressure detected by the pressure sensor 16. Since the system is configured, the pressure in the passage 5 from the compressor 3 to the throttle valve 13 does not significantly increase in a low and medium load region where the opening degree of the throttle valve 13 is relatively small. Since the supercharging pressure in the low-medium load region can be suppressed to the minimum necessary, the intake air temperature does not rise suddenly, and the fuel efficiency is improved. As the target boost pressure decreases, the waste gate valve 7 is controlled in the opening direction, so that the boost pressure does not overshoot even during transient operation. It is also possible to avoid supercharging pressure surges, the occurrence of relief noise when the throttle is off, engine knocking, exhaust temperature rise, and the like.

また、デューティ制御される圧力制御バルブ１１は細かく開閉駆動されるのであるが、目標過給圧の抑制により、制御バルブ１１が全閉状態を保つ、即ち開閉駆動される機会が減少する。一般ユーザは、実用運転領域である低中負荷領域で運転している時間が長く、高負荷運転する時間は短い。総じて、制御バルブ１１の寿命を延命することにつながる。   Further, although the pressure control valve 11 that is duty controlled is finely opened and closed, the control valve 11 is kept in the fully closed state, that is, the opportunity to be opened and closed is reduced by suppressing the target supercharging pressure. A general user has a long driving time in a low / medium load region, which is a practical driving region, and a short time for high load driving. In general, the life of the control valve 11 is extended.

なお、本発明は以上に詳述した実施形態に限られるものではない。例えば、上記実施形態では、圧力制御バルブが全閉／全開状態となったときにウェイストゲートバルブが開成／閉成する構造であったが、これとは逆に、圧力制御バルブが全開／全閉状態となったときにウェイストゲートバルブが開成／閉成する構造としても構わない。   The present invention is not limited to the embodiment described in detail above. For example, in the above-described embodiment, the waste gate valve is opened / closed when the pressure control valve is fully closed / open, but conversely, the pressure control valve is fully open / fully closed. The waste gate valve may be opened / closed when the state is reached.

その他、各部の具体的構成や処理の手順等は、本発明の趣旨を逸脱しない範囲で種々変形が可能である。   In addition, the specific configuration of each unit, the processing procedure, and the like can be variously modified without departing from the spirit of the present invention.

本発明の一実施形態の過給圧制御システムの概要を示す図。The figure which shows the outline | summary of the supercharging pressure control system of one Embodiment of this invention. 過給圧制御における処理手順を示すフローチャート。The flowchart which shows the process sequence in supercharging pressure control. 低中負荷領域における目標過給圧の特性を示すグラフ。The graph which shows the characteristic of the target supercharging pressure in a low and medium load area | region.

符号の説明Explanation of symbols

１２…電子制御装置
１３…スロットルバルブ
１４…開度センサ
１６…圧力センサ DESCRIPTION OF SYMBOLS 12 ... Electronic control device 13 ... Throttle valve 14 ... Opening degree sensor 16 ... Pressure sensor

Claims (1)

エンジンの排気でタービンを回転させコンプレッサを駆動して吸気を過給するターボ過給機を制御するものであって、
タービンに流入する排気の量を調節するウェイストゲートバルブと、
コンプレッサが吐出する過給気の圧力を利用してウェイストゲートバルブを開閉するアクチュエータと、
アクチュエータに導入する圧力を調節する制御バルブと、
エンジンのスロットルバルブの開度を検出する開度センサと、
スロットルバルブ下流の吸気管圧力を検出する圧力センサと、
制御バルブを操作してスロットルバルブ下流の過給圧をフィードバック制御するとともに、開度センサで検出されたスロットルバルブの開度が所定値以下である場合にはスロットルバルブ下流の目標過給圧を圧力センサで検出される実際の吸気管圧力未満に抑制する電子制御装置と
を具備する過給圧制御システム。 A turbocharger that supercharges intake air by rotating a turbine with engine exhaust and driving a compressor,
A wastegate valve for adjusting the amount of exhaust gas flowing into the turbine;
An actuator that opens and closes the waste gate valve using the pressure of the supercharged air discharged from the compressor;
A control valve for adjusting the pressure introduced into the actuator;
An opening sensor for detecting the opening of the engine throttle valve;
A pressure sensor for detecting the intake pipe pressure downstream of the throttle valve;
The control valve is operated to feedback control the supercharging pressure downstream of the throttle valve, and when the throttle valve opening detected by the opening sensor is below a predetermined value, the target supercharging pressure downstream of the throttle valve is increased. A supercharging pressure control system comprising: an electronic control device that suppresses an actual intake pipe pressure to be less than an actual intake pipe pressure detected by a sensor.
JP2008018261A 2008-01-29 2008-01-29 Supercharging pressure control system Expired - Fee Related JP5063388B2 (en)

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WO2011089989A1 (en) * 2010-01-21 2011-07-28 三菱重工業株式会社 Engine exhaust energy recovery device, ship provided therewith, and power generation plant provided with said engine exhaust energy recovery device
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CN107288811A (en) * 2016-04-05 2017-10-24 东方电机控制设备有限公司 The pipe multimachine hydroelectric generating system speed regulating control loop fed back using pressure regulation Well Water Level and method

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