JP2010216329A - Variable nozzle control device for turbocharger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a variable nozzle control device for a turbocharger reducing a load on a battery mounted on an automobile. <P>SOLUTION: This device includes an engine stop determination means having an engine rotation speed signal output from an engine control device input to and determining whether the engine is in a stop state or not, a stop time determination means determining whether the stop state of the engine continues for a prescribed period based on the determination result by the engine stop determination means, and an electrification control means stopping electrification to a motor when the stop time determination means determines that the stop state of the engine continued for the prescribed period and restarting electrification to the motor when the engine stop determination means determines that the stop state of the engine is removed under a stop state of electrification to the motor. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a variable nozzle control device for a turbocharger that controls an opening degree of a vane of a variable nozzle of a turbocharger mounted on an automobile with an electronic control actuator in accordance with a control signal from an engine control device.

  Conventionally, as an example of this type of technology, a variable nozzle turbocharger control device for an internal combustion engine disclosed in Patent Document 1 is known. FIG. 4 is a diagram showing a configuration of a variable nozzle turbocharger control device according to the prior art. In FIG. 4, reference numeral 1 denotes a turbocharger, which includes a center housing, a compressor housing, and a turbine housing. The turbocharger 1 is provided with an intake inlet 1a through which air is introduced, and a compressed air supply hole 1b for supplying the air compressed by the turbocharger 1 to the engine 2, and exhaust gas is further supplied from the engine 2. An exhaust gas suction port 1c and a discharge port 1d for discharging the exhaust gas are provided. A variable nozzle (not shown) provided in the turbocharger 1 is disposed between the center housing and the turbine housing.

  Reference numeral 3 denotes a stepping motor. The operation piece 4 is operated by driving the stepping motor 3, and the ring plate provided in the variable nozzle is pressed in the same direction to adjust the size of the gap between the vanes of the variable nozzles. The flow rate of the exhaust gas blown to the turbine wheel is adjusted. Reference numeral 5 denotes an engine ECU (electronic control unit), which receives detection outputs of various sensors provided in the engine, and based on these detection outputs, identifies the operating state of the engine and controls driving of the stepping motor 3. This controls the opening and closing of the vane opening of each nozzle of the variable nozzle, adjusts the flow rate of the exhaust gas blown to the turbine wheel, and also adjusts the amount of air that is forcibly sent for combustion. Is done. A radiator 6 is connected to the engine 2, and cooling water of the engine 2 is circulated through the radiator 6 to be cooled.

  According to this prior art, when an abnormality occurs in the variable nozzle turbocharger control device of the internal combustion engine, during cold start, or at idling, the fully open position of the variable nozzle is set as the initial position of the variable nozzle so that The position of each nozzle vane can be controlled.

  In addition, when a disturbance or other disturbance is applied to the output shaft of the electronic control actuator, the actual position of the output shaft changes according to the disturbance amplitude. Therefore, the deviation used for the calculation in the electronic control circuit section also follows the amplitude and outputs. There is also known a turbocharger variable nozzle control device capable of solving the problem that the shaft amplitude is increased and the control is eventually diverged (see, for example, Patent Document 2). In this turbocharger variable nozzle control device, the vibration applied to the output shaft is input to the PID calculation unit, and the actual output shaft angle signal from the angle sensor and the output shaft target angle signal from the angle signal conversion means When the actual angle signal of the output shaft is determined to have reached the vicinity of the target angle signal, the differential term gain used for the PID calculation is limited to reduce the influence of the vibration component on the motor drive output. is there.

JP 2001-107738 A JP 2007-085281 A

  By the way, in the variable nozzle control device for a turbocharger shown in Patent Document 2, in order to control the position of the variable nozzle vane, the position control of the motor is performed based on the target position of the nozzle vane output from the ECU that controls the engine drive. It is carried out.

  However, since the power is supplied to the variable nozzle control device even when the ignition key is on and the engine is stopped, the motor control for opening and closing the nozzle vanes continues. There is a problem that even when the engine is stopped, the load applied to the battery mounted on the automobile by the current consumption of the variable nozzle control device increases.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a variable nozzle control device for a turbocharger that can reduce a load on a battery mounted on an automobile.

  The present invention relates to a vane for a variable nozzle provided in the turbocharger by controlling a rotation angle of a rotating shaft of a motor based on a control signal from an engine control device that controls driving of the engine having a turbocharger having a variable nozzle. A variable nozzle control device for a turbocharger equipped with an electronically controlled actuator for controlling the opening degree of the engine, wherein an engine speed signal output from the engine control device is input to determine whether the engine is in a stopped state. Engine stop determination means for determining, stop time determination means for determining whether or not the engine stop state has continued for a predetermined time based on a determination result by the engine stop determination means, and engine stop by the stop time determination means When it is determined that the state has continued for the predetermined time, the motor is energized. Sealed, power supply to the motor is in the stop state, if the determination result by the engine stop determination unit is no longer the engine stop state, characterized in that a resume energization control means energization of said motor.

  The present invention is characterized by further comprising safety retraction control means for performing control for retreating the vanes of the variable nozzles to a safe position before the power supply to the motor is stopped by the power supply control means.

  The present invention relates to a vane for a variable nozzle provided in the turbocharger by controlling a rotation angle of a rotating shaft of a motor based on a control signal from an engine control device that controls driving of the engine having a turbocharger having a variable nozzle. A variable nozzle control program that operates on a variable nozzle control device of a turbocharger that includes an electronically controlled actuator that controls the opening of the engine, wherein an engine speed signal output from the engine control device is input, and the engine An engine stop determination step for determining whether or not the engine is in a stop state, and a stop time determination step for determining whether or not the engine stop state has continued for a predetermined time based on a determination result obtained by the engine stop determination step; The engine stop state is set to the predetermined time by the stop time determining step. When it is determined that the motor has been continued, the power supply to the motor is stopped, and the power supply to the motor is resumed when the determination result in the engine stop determination step is not the engine stop state when the power supply to the motor is stopped. The power supply control step is performed by a computer.

  The present invention is characterized by further causing a computer to perform a safety retreat control step for performing control for retreating the vanes of the variable nozzles to a safe position before stopping the power supply to the motor in the power supply control step.

  According to the present invention, when detecting the stop state of the engine, a command to retreat to the safe position is output to the motor that controls the opening and closing of the nozzle vanes, and the energization to the motor is stopped after retreating to the safe position. Therefore, it is possible to prevent the motor position control from being performed more than necessary when the engine is stopped, to reduce the power consumption of the variable nozzle control device, and to reduce the load on the battery. The effect that it can be obtained.

It is a block diagram which shows the structure of one Embodiment of this invention. It is a block diagram which shows the detailed structure of the electronic control actuator 13 shown in FIG. It is a flowchart which shows the processing operation of the microcomputer 130 shown in FIG. It is a block diagram which shows the prior art example of the variable nozzle control apparatus of a turbocharger.

  Hereinafter, a variable nozzle control device for a turbocharger according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram showing the configuration of the embodiment. In this figure, 8 is a turbocharger, which is a system for supercharging intake air to the engine, which is connected to a compressor having a compressor wheel and a rotor shaft coaxially with the compressor, and is driven to rotate by exhaust gas. A turbine having a turbine wheel of the turbocharger 8 is provided. A pressure sensor 9 is connected to the air passage 7 of the turbocharger 8 via a hose 10 for detecting intake pressure of engine intake air, that is, boost pressure. A variable nozzle member is disposed in the turbine of the turbocharger 8 so as to surround the turbine wheel. The variable nozzle member is provided with a vane that opens and closes in order to control the flow rate of the fluid flowing through the nozzle. The variable nozzle control device controls the opening and closing of the vanes.

  Reference numeral 11 denotes an engine ECU, which is provided with various sensors provided in the engine, for example, a water temperature sensor for detecting the engine water temperature, and for detecting the number of revolutions of the engine. A detection output of a water temperature signal, a rotation signal, and a load signal is introduced from an acceleration sensor that detects an intake air amount by an air flow meter and an accelerator pedal depression amount of a driver and calculates a load amount, respectively. Although not shown in FIG. 1, there may be provided an oxygen sensor that outputs a voltage signal that varies depending on the oxygen concentration of the exhaust gas, and an in-cylinder pressure sensor that detects the pressure in the engine combustion chamber.

  The electronic control actuator 13 is connected to the engine ECU 11 via a control signal line. The engine ECU 11 identifies the operating state of the engine based on the detection output, and drives and controls the electronic control actuator 13 via the control signal line. The electronic control actuator 13 connects the lever 19 and the rod 20, and controls the operation of the vane operation piece 21 connected to each vane in order to control the opening and closing of the vane provided in the turbocharger 8. To do.

  The electronic control actuator 13 is attached to the turbocharger 8, for example. Further, when the configuration of the electronic control actuator 13 is described with reference to FIG. 1 and FIG. 2, the publicly known functions and configurations normally possessed by the electronic control actuator 13 are the same unless directly related to the description of the present invention. Description and illustration of the configuration are omitted.

  Next, a detailed configuration of the electronic control actuator 13 shown in FIG. 1 will be described with reference to FIG. FIG. 2 is a block diagram showing a detailed configuration of the electronic control actuator 13 shown in FIG. In FIG. 2, reference numeral 130 denotes a microcomputer (hereinafter referred to as a microcomputer) that controls the operation of the electronic control actuator 13 in an integrated manner. A motor driver 14 drives a stepping motor (hereinafter referred to as a motor) 15 based on a drive signal output from the microcomputer 130. The motor 15 is a stepping motor (hereinafter referred to as a motor) whose rotation angle is controlled based on a signal output from the motor driver 14. Reference numeral 16 denotes a gear which is connected to the rotation shaft of the motor 15 and decelerates the rotation shaft of the motor. Reference numeral 17 denotes an output shaft decelerated by the gear 16. Reference numeral 18 denotes an angle sensor that detects and outputs the rotation angle of the output shaft 17. The output of the angle sensor 18 is input to the microcomputer 130.

  Reference numeral 131 denotes an angle signal conversion unit that receives a vane target position (opening) signal output from the engine ECU 11, converts the target position signal into an angle signal handled in the microcomputer 130, and outputs the angle signal. Reference numeral 132 denotes an angle at which a comparison result signal is output by comparing the angle signal of the target position output from the angle signal conversion unit 131 with the angle signal output from the angle sensor 18 (current vane angle (opening)). It is a signal comparison unit. Reference numeral 133 denotes a motor drive duty calculation unit that inputs the comparison result signal output from the angle signal comparison unit 132, and calculates and outputs the duty ratio of the signal to be given to the motor. A motor drive logic generation unit 134 receives a duty ratio signal output from the motor drive duty calculation unit 133 and obtains and outputs a logic signal to be given to the motor. Reference numeral 135 denotes a communication signal conversion unit that converts an angle signal output from the angle sensor 18 into a communication signal for transmission to the engine ECU 11 and outputs the communication signal. The angle information output from the communication signal conversion unit 135 is the actual position information of the current vane.

  Reference numeral 136 denotes an engine speed determining unit that receives an engine speed signal output from the engine ECU 11 and determines whether the engine speed is zero. Reference numeral 137 denotes a safety retreat control unit that performs control for retreating the position (opening) of the vane to be controlled to a safe position. Reference numeral 138 denotes a safety evacuation signal generator that drives the motor 15 based on a signal output from the safety evacuation controller 137 and outputs a drive signal for evacuating the vane to a safe position.

  Next, the basic operation of the electronic control actuator 13 shown in FIG. 2 will be described with reference to FIG. When the target position signal is output from the engine ECU 11, the angle signal conversion unit 131 converts the target position signal into an angle signal handled in the microcomputer 130 and outputs the angle signal. The angle signal comparison unit 132 compares the angle signal of the target position output from the angle signal conversion unit 131 with the angle signal (current vane angle) output from the angle sensor 18 to determine the current vane angle as a target. To obtain the position, the motor drive duty is calculated and output. In response to this, the motor drive logic generation unit 134 receives the duty signal output from the motor drive duty calculation unit 133 and obtains and outputs a logic signal (motor drive signal) to be given to the motor driver 14.

  The motor driver 14 drives the motor 15 based on the motor drive signal output from the motor drive logic generation unit 134. The rotation shaft of the motor is decelerated by the gear 16 and transmitted to the output shaft 17. The rotational movement of the output shaft 17 is transmitted to the vane operation piece 21 via the lever 19 and the rod 20. As the vane operating piece 21 operates in conjunction with the output shaft 17, the nozzle vane opening / closing control operation is performed. On the other hand, information on the rotation angle of the output shaft 17 detected by the angle sensor 18 is notified to the engine ECU 11 via the communication signal converter 135. The engine ECU 11 controls the operation of the turbocharger 8 with reference to the information on the rotation angle of the output shaft (nozzle vane opening).

  In this way, the rotation angle of the output shaft 17 connected to the vanes of the variable nozzle is detected by the angle sensor 18 and the actual angle signal of the output shaft 17 is output, and the angle signal converter 131 receives the variable nozzle of the variable nozzle from the engine ECU 11. By converting the vane opening degree instruction (target position signal) into a target angle signal of the output shaft 17, comparing both signals, and controlling the rotation angle of the output shaft 17 according to the difference between the two signals, Control is performed so that the vanes of the variable nozzle become the target position.

  Next, with reference to FIG. 3, an operation in which the microcomputer 130 shown in FIG. 2 outputs an instruction to move the motor 15 to the safe retreat position and stops energization of the motor 15 after the moving operation is completed will be described. FIG. 3 is a flowchart showing an operation in which the microcomputer 130 shown in FIG. First, the angle signal conversion unit 131, the angle signal comparison unit 132, the motor drive duty calculation unit 133, and the motor drive logic generation unit 134 perform vane position control by the above-described operations (step S1).

  In parallel with this position control operation, the engine speed determination unit 136 refers to the engine speed signal output from the engine ECU 11 and determines whether or not the engine speed is 0 rpm (step S2). If the result of this determination is that the engine speed is not 0 rpm, nothing is done and the system waits for the engine speed to reach 0 rpm. While the engine speed is not 0 rpm, vane position control (step S1) is performed.

  On the other hand, when the engine speed reaches 0 rpm, the engine speed determination unit 136 outputs a signal indicating that the engine has stopped (the speed has reached 0 rpm) to the safety retreat control unit 137. The engine stop here is a state in which the engine is stopped with the ignition key ON. The engine speed determination unit 136 outputs a signal indicating that the engine is always stopped to the safety evacuation control unit 137 while the ignition key is ON and the engine speed is 0 rpm.

  Upon receipt of this signal, safety evacuation control unit 137 operates a counter for counting 10 seconds (step S3). Then, the safety retreat control unit 137 determines whether or not a signal indicating the engine stop state is output from the engine speed determination unit 136 even after the counter is operated (whether the engine speed is 0 rpm) (step S4). . As a result of this determination, if the engine speed is not 0 rpm, the count value of the operated counter is cleared (step S5), and the process returns to step S2.

  When a signal indicating the engine stop state is output from the engine speed determination unit 136 even after the counter is operated, the safety retreat control unit 137 refers to the counter value and determines whether 10 seconds have elapsed (the engine speed is 0 rpm). It is determined whether or not the state has continued for 10 seconds (step S6). If 10 seconds have not elapsed as a result of this determination, the process returns to step S4. On the other hand, when 10 seconds have elapsed, the safety retraction control unit 137 outputs a signal for instructing the safety retraction signal generation unit 138 to retreat the nozzle vane to the safe position.

  In response to this, the safety evacuation signal generation unit 138 outputs a drive signal for controlling the rotation of the output shaft 17 to the motor driver 14 so that the opening degree of the nozzle vane becomes the safe position. Based on this drive signal, the motor driver 14 controls the rotation of the motor 15 to control the rotation of the output shaft 17 so that the opening degree of the nozzle vane becomes the safe position (step S7). As a result, the nozzle vane is retracted to a safe position (for example, a fully open position).

  Next, the safety retreat control unit 137 clears the counter for counting 10 seconds (step S8), and stops energization of the motor driver 14 and the motor 15 (step S9). Then, the safety retreat control unit 137 refers to the signal output from the engine speed determination unit 136 and stands by in this state while the engine speed is 0 rpm, and the engine speed determination unit 136 determines that the engine is stopped. Is not output (the engine speed is no longer 0 rpm), the energization of the motor driver 14 and the motor 15 is resumed (step S11). Then, the angle signal conversion unit 131, the angle signal comparison unit 132, the motor drive duty calculation unit 133, and the motor drive logic generation unit 134 perform vane position control by the above-described operations (step S1).

  Thus, if the engine speed is detected and the engine speed is 0 rpm continuously for a predetermined time (for example, 10 seconds) or more, the motor 14 is controlled so that the nozzle vane moves to the safe retreat position, and then the motor is supplied to the motor. Since the energization is stopped, the motor position control is not performed more than necessary when the engine is stopped, so the power consumption of the variable nozzle control device can be reduced and installed in the automobile. The load on the battery can be reduced.

  Note that a variable nozzle control is performed by recording a program for realizing the function of the microcomputer 130 shown in FIG. 2 on a computer-readable recording medium, causing the computer system to read and execute the program recorded on the recording medium. Processing may be performed. The “computer system” here includes an OS and hardware such as peripheral devices. The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Further, the “computer-readable recording medium” refers to a volatile memory (RAM) in a computer system that becomes a server or a client when a program is transmitted via a network such as the Internet or a communication line such as a telephone line. In addition, those holding programs for a certain period of time are also included.

  The program may be transmitted from a computer system storing the program in a storage device or the like to another computer system via a transmission medium or by a transmission wave in the transmission medium. Here, the “transmission medium” for transmitting the program refers to a medium having a function of transmitting information, such as a network (communication network) such as the Internet or a communication line (communication line) such as a telephone line. The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, what is called a difference file (difference program) may be sufficient.

  DESCRIPTION OF SYMBOLS 11 ... Engine ECU, 13 ... Electronic control actuator, 130 ... Microcomputer (microcomputer), 131 ... Angle signal conversion part, 132 ... Angle signal comparison part, 133 ... Motor drive Duty Arithmetic unit, 134... Motor drive logic generation unit, 135... Communication signal conversion unit, 136... Engine speed determination unit, 137... Safe retraction control unit, 138. , 14 ... motor driver, 15 ... motor, 16 ... gear, 17 ... output shaft, 18 ... angle sensor, 19 ... lever, 20 ... rod, 21 ... Vane operation piece

Claims (4)

The degree of vane opening of the variable nozzle included in the turbocharger is controlled by controlling the rotation angle of the rotating shaft of the motor based on a control signal from an engine control device that controls the driving of the engine including the turbocharger having the variable nozzle. A variable nozzle control device of a turbocharger equipped with an electronic control actuator to control,
Engine stop determination means for inputting an engine speed signal output from the engine control device and determining whether or not the engine is in a stopped state;
Stop time determination means for determining whether or not the engine stop state has continued for a predetermined time based on a determination result by the engine stop determination means;
When it is determined by the stop time determination means that the engine stop state has continued for the predetermined time, the energization to the motor is stopped, and when the energization to the motor is stopped, the determination result by the engine stop determination means is the engine stop A variable nozzle control device for a turbocharger, comprising: an energization control unit that resumes energization of the motor when it is no longer in a state.   2. The turbo according to claim 1, further comprising: a safety retreat control unit that performs control for retreating the vane of the variable nozzle to a safe position before stopping the power supply to the motor by the power supply control unit. Charger variable nozzle controller. The degree of vane opening of the variable nozzle included in the turbocharger is controlled by controlling the rotation angle of the rotating shaft of the motor based on a control signal from an engine control device that controls the driving of the engine including the turbocharger having the variable nozzle. A variable nozzle control program that operates on a variable nozzle control device of a turbocharger equipped with an electronic control actuator to control,
An engine stop determination step of inputting an engine speed signal output from the engine control device and determining whether or not the engine is in a stopped state;
A stop time determination step of determining whether or not the engine stop state has continued for a predetermined time based on the determination result of the engine stop determination step;
When it is determined by the stop time determination step that the engine stop state has continued for the predetermined time, the energization to the motor is stopped, and the determination result by the engine stop determination step is the engine stop when the energization to the motor is stopped. A variable nozzle control program that causes a computer to perform an energization control step of resuming energization of the motor when the motor is no longer in a state.   4. The computer according to claim 3, further comprising: causing the computer to further perform a safety retraction control step for performing control for retreating the vanes of the variable nozzles to a safe position before stopping the power supply to the motor in the power supply control step. Variable nozzle control program.

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