JP2016180347A - Boost pressure control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a boost pressure control device capable of preventing positively a stepped acceleration from occurring and improving a drivability.SOLUTION: A boost pressure control device 1 includes a variable nozzle for changing a revolving speed of a turbine 12 by changing a pressure Pin/Pout of the turbine 12 through opening or closing thereof, a compressor 11 for boosting air of a boost pressure Pb corresponding to a driving torque of the turbine 12 to an internal combustion engine 50 and control means 14 for controlling a degree of opening VN of the variable nozzle. When it is determined that a vehicle running condition is in such a condition that stepwise acceleration may occur, the control means 14 updates a correction value ΔVN correcting a degree of opening VN1 of the variable nozzle determined by the boost pressure control through learning and performs a stepwise acceleration corresponding control for controlling a degree of opening of the variable nozzle in such a way that the degree of opening VN of the variable nozzle may become a degree of opening VN1+ΔVN corrected by a correction value ΔVN for the degree of opening VN1 of the variable nozzle determined by the boost pressure control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a supercharging pressure control device, and more particularly to a supercharging pressure control device for an internal combustion engine using a variable nozzle turbo equipped with a variable nozzle.

  In the field of in-vehicle internal combustion engines such as diesel engines, a variable nozzle turbo equipped with a variable nozzle is conventionally known as a kind of turbocharger. A variable nozzle turbo usually includes a turbine provided in an exhaust path of an internal combustion engine, a variable nozzle provided in a turbine portion, a compressor provided in an intake path of the internal combustion engine and driven by the rotational torque of the turbine as a drive source. Configured to provide.

  As is well known, in a variable nozzle turbo, when the variable nozzle is closed, the pressure ratio of the turbine (ie, the ratio of the gas pressure flowing into the turbine to the gas pressure flowing out of the turbine) increases, causing the rotation of the turbine. The number rises. Therefore, the rotation speed of the rotor of the compressor increases, and the boost pressure on the intake path side of the internal combustion engine increases. When the variable nozzle is opened, a reverse phenomenon occurs and the supercharging pressure decreases. As described above, in the variable nozzle turbo, it is possible to perform the supercharging pressure control for increasing or decreasing the supercharging pressure on the intake path side of the internal combustion engine by opening and closing the variable nozzle.

  For example, in Patent Documents 1 to 3 and the like, the opening degree of the variable nozzle (variable vane) is corrected according to disturbance such as the atmospheric temperature, the individual difference of the turbocharger is learned, the supercharging pressure or the suction A technique for further improving the driving situation and drivability of a vehicle equipped with an internal combustion engine by controlling the variable nozzle turbo by the air amount, the torque amount, and the like is disclosed.

JP 2002-47942 A JP 2010-270631 A JP 2012-172629 A

  By the way, for example, when accelerating from traffic jams (so-called non-noro operation) under conditions of high outside air temperature, such as when there is no clear weather in midsummer, the supercharging pressure control by the above variable nozzle turbo is performed to make the variable Even if the nozzle is closed to increase the pressure ratio of the turbine, a phenomenon may occur in which the supercharging pressure does not increase so much.

  If the engine speed gradually increases in this state, the engine torque recovers and increases rapidly, and so-called stepped acceleration, in which the vehicle rapidly accelerates, may occur. Such stepped acceleration makes the driver feel uncomfortable and leads to a decrease in drivability.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a supercharging pressure control device capable of accurately preventing occurrence of stepped acceleration and improving drivability. And

In order to solve the above problem, the invention according to claim 1 is a supercharging pressure control device,
A turbine provided in an exhaust path of the internal combustion engine;
A variable nozzle that changes the turbine rotation speed by changing the pressure ratio of the turbine by opening and closing; and
A compressor provided in the intake path of the internal combustion engine, for supercharging the internal combustion engine with air having a supercharging pressure corresponding to the driving torque of the turbine;
Control means for controlling the opening of the variable nozzle;
With
The control means includes
Determine whether the vehicle is in a state where stepped acceleration may occur,
When it is determined that the running state of the vehicle is a state in which stepped acceleration may occur, the correction value for correcting the opening of the variable nozzle determined by supercharging pressure control is updated by learning, and the Performing stepped acceleration control for controlling the opening of the variable nozzle so that the opening of the variable nozzle is the opening obtained by correcting the opening of the variable nozzle determined by the boost pressure control with the correction value. It is characterized by.

The invention described in claim 2 is the supercharging pressure control apparatus according to claim 1,
The control means includes
Having a stepped acceleration corresponding control map in which the correction values are assigned to the engine speed and the command injection amount;
Updating the correction value corresponding to the engine speed and the commanded injection amount at the time of learning in the stepped acceleration correspondence control map by learning,
When performing the stepped acceleration response control, the correction value corresponding to the engine speed and the commanded injection amount at that time is calculated based on the stepped acceleration response control map, and the calculated correction value Based on the above, the stepped acceleration control is performed.

The invention described in claim 3 is the supercharging pressure control device according to claim 2,
The control means includes
As the stepped acceleration corresponding control map, a high intake temperature corresponding control map used when the intake air temperature is equal to or higher than the threshold temperature, and the stepped acceleration is less than the threshold temperature and stepped acceleration is an individual difference of the internal combustion engine. And a control map for dealing with hardware variations used when it occurs based on
Depending on whether or not the intake air temperature is equal to or higher than the threshold temperature, the correction value belonging to either the high intake air temperature correspondence control map or the hardware variation correspondence control map is updated by learning,
When the stepped acceleration response control is performed, a map to be referred to is used for the high intake air temperature response control map and the hardware variation response control depending on whether the temperature is equal to or higher than the threshold temperature corresponding to the intake air temperature. Selecting from the map, calculating the correction value corresponding to the engine speed and the commanded injection amount at that time based on the selected map, and performing the stepped acceleration control based on the calculated correction value It is characterized by.

  According to a fourth aspect of the present invention, in the supercharging pressure control device according to any one of the first to third aspects, the control means continuously sets the correction value in a continuously performed processing cycle. When updating, a limitation is imposed on an increase amount of the correction value from the correction value before being updated.

  According to the present invention, when the running state of the vehicle is a state in which stepped acceleration may occur, the correction value for correcting the opening of the variable nozzle determined by the supercharging pressure control is updated by learning, Since stepwise acceleration support control is performed to control the opening of the variable nozzle so that the opening of the variable nozzle becomes the opening obtained by correcting the opening of the variable nozzle determined by the supercharging pressure control with the correction value. Thus, it is possible to improve the drivability by accurately preventing the occurrence of acceleration.

It is a figure explaining composition of an internal-combustion engine etc. of vehicles containing a supercharging pressure control device concerning this embodiment. It is a figure explaining the method of the normal supercharging pressure control in a supercharging pressure control apparatus. It is an image figure explaining the structure of the variable nozzle opening degree map used for normal supercharging pressure control, and a target supercharging pressure map. It is a figure showing an example of a time-sequential change of each parameter when stepped acceleration occurs. It is the figure which showed the area | region where stepped acceleration may arise in a variable nozzle opening degree map with a broken line. 3 is a graph in which the flow rate of exhaust gas flowing through a turbine is taken on the horizontal axis, the pressure ratio of the turbine is taken on the vertical axis, and the turbine efficiency is expressed in contour lines. It is an image figure explaining structure and determination areas, such as a stepped acceleration corresponding control map. It is a flowchart explaining each process in supercharging pressure control. It is a figure showing an example of the time-sequential change of each parameter at the time of performing stepped acceleration corresponding | compatible control using the updated correction value. It is a figure explaining providing hysteresis in a lower threshold and an upper threshold about engine speed.

  Embodiments of a supercharging pressure control device according to the present invention will be described below with reference to the drawings. In the following description, it is assumed that the internal combustion engine is a diesel engine. However, the present invention is similarly described when the internal combustion engine is another type of internal combustion engine such as a gasoline engine. The present invention is also applied when the internal combustion engine is an internal combustion engine other than a diesel engine.

  FIG. 1 is a diagram illustrating a configuration of an internal combustion engine of a vehicle including a supercharging pressure control device according to the present embodiment. An intake passage 51 is connected to the intake side of a diesel engine 50 that is an internal combustion engine, and an air cleaner 52 is attached to the most upstream portion of the intake passage 51. Further, the compressor 11 of the supercharging pressure control device 1 is provided downstream of the air cleaner 52 in the intake passage 51. An intercooler 53 is provided between the compressor 11 and the diesel engine 50 for cooling the air whose temperature has increased due to compression of the compressor 11 and sending the air to the diesel engine 50.

  An exhaust path 54 is connected to the exhaust side of the diesel engine 50, and the turbine 12 of the supercharging pressure control device 1 is provided in the exhaust path 54. The turbine 12 portion is provided with a variable nozzle (not shown). When the variable nozzle is opened and closed, the pressure ratio of the turbine 12 (that is, the gas pressure flowing into the turbine 12 from the diesel engine 50 and the gas flowing out from the turbine 12). The rotation speed of the turbine 12 can be changed by changing the ratio with the pressure.

  In the present embodiment, an actuator 13 for opening and closing the variable nozzle is attached to the turbine 12, and the control means 14 of the supercharging pressure control device 1 is connected to the actuator 13. The control means 14 controls the operation of the actuator 13 to control the opening VN of the variable nozzle.

  It is possible to construct the control means 14 of the supercharging pressure control device 1 in, for example, an ECU (Engine Control Unit) mounted on the vehicle. In the following description, it is assumed that the opening VN of the variable nozzle can take a value from 0 (fully closed) to 100 (fully open), but the way of expressing the opening VN of the variable nozzle is appropriately determined.

  Although not shown in the drawing, the control means 14 is a microcomputer (CPU in the ECU as described above) in which a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface and the like are connected to a bus. In this case, the CPU of the ECU or the like is used.), And necessary processes in the ROM are expanded in the work area of the RAM to perform various processes. .

  In the supercharging pressure control device 1, the rotation torque of the turbine 12 provided in the exhaust passage 54 is transmitted to the rotor 11 a of the compressor 11 provided in the intake passage 51, so that the compressor 11 rotates the turbine 12. Torque is driven as a drive source, and air is pumped to the intake side of the diesel engine 50. In this manner, the compressor 11 supercharges air having a supercharging pressure corresponding to the driving torque of the turbine 12 to the intake side of the diesel engine 50.

  In the present embodiment, various sensors are connected to the control means 14 of the supercharging pressure control device 1. Specifically, the temperature sensor 15 disposed in the air cleaner 22 or the intake passage 51 in the vicinity thereof is connected to the control means 14, and the temperature of the air taken in from the temperature sensor 15 to the control means 14 (hereinafter referred to as “air temperature”). , Referred to as intake air temperature.) Ta information is transmitted. Further, the control means 14 is connected to a pressure sensor 16 disposed at a connection portion of the intake passage 51 to the diesel engine 50, and the like. (Supply pressure) Pbreal information is transmitted.

  In addition, the control means 14 of the supercharging pressure control device 1 is connected to various sensors 17 for measuring various parameters such as the engine speed N, the vehicle speed V, the accelerator opening θ, and the air intake amount Va. Therefore, information necessary for supercharging pressure control is transmitted from the various sensors 17 to the control means 14. Further, the control means 14 can obtain information such as the commanded injection amount (required load) Q from the ECU as required.

  It should be noted that the EGR control (exhaust gas recirculation control) can be performed by connecting the intake passage 51 and the exhaust passage 54 of the diesel engine 50 through an EGR (Exhaust Gas Recirculation) passage (not shown). Is possible. In such a case, the present invention can be applied.

[Regarding normal boost pressure control]
Next, before explaining the control method peculiar to the present invention in the control means 14 of the supercharging pressure control apparatus 1, normal supercharging pressure control in the supercharging pressure control apparatus 1 by the control means 14, that is, supercharging. A basic control method of the pressure control will be described.

  As shown in FIG. 2, the control means 14 of the supercharging pressure control device 1 has a variable nozzle opening map M1 and a target supercharging pressure map M2 in a storage means such as a ROM or a program. In the variable nozzle opening map M1, for example, as shown in the image diagram of FIG. 3, the target value of the variable nozzle opening VN with respect to the engine speed N and the command injection amount Q (that is, for each square in the graph of FIG. 3). The target variable nozzle opening VNt is assigned in advance. Similarly, in the target boost pressure map M2, the target boost pressure Pbt is assigned in advance to the engine speed N and the command injection amount Q.

  Then, as shown in FIG. 2, when the engine speed N and the command injection amount Q are input from the various sensors 17, the control means 14 refers to the variable nozzle opening map M1 and the engine speed N And the target variable nozzle opening VNt assigned to the command injection amount Q is determined. At the same time, when the engine speed N and the command injection amount Q are input, the target supercharging assigned to the engine speed N and the command injection amount Q is referred to the target boost pressure map M2. Determine the pressure PBt.

  Subsequently, the control means 14 calculates a boost pressure feedback amount Vfb based on the determined target boost pressure PBt and the actual boost pressure Pbreal measured by the pressure sensor 16. Then, as the opening VN set for the variable nozzle, the target variable nozzle opening VNt calculated from the variable nozzle opening map M1 according to the engine speed N and the command injection amount Q as described above is set as the variable nozzle as it is. Or a value VNt + Vfb obtained by adding the boost pressure feedback amount Vfb to the target variable nozzle opening VNt is set as a variable nozzle, and either the target variable nozzle opening VNt or the added value VNt + Vfb is variable. It is determined as the opening degree VN set for the nozzle.

  In the present embodiment, the NQ plane shown in FIG. 3 is a region in which the target variable nozzle opening VNt is set as a variable nozzle as it is, and the boost pressure feedback amount Vfb is added to the target variable nozzle opening VNt. The control unit 14 determines whether the input engine speed N and the commanded injection amount Q belong to a target variable nozzle by dividing the value into areas to be set as variable nozzles in advance. It is determined whether the opening degree VNt or the addition value VNt + Vfb is set as the opening degree VN of the variable nozzle.

  The control means 14 of the supercharging pressure control device 1 performs the normal supercharging pressure control as described above, and the variable nozzle based on the engine speed N, the command injection amount Q, and the actual supercharging pressure Pbreal. The opening degree VN to be set is determined, and the operation of the actuator 13 (see FIG. 1) is controlled so that the opening degree VN of the variable nozzle becomes the opening degree VN determined as described above. ing.

  As will be described later, in the present invention, the variable nozzle opening VN determined by the normal supercharging pressure control in this way is further corrected and applied under certain conditions. In the meaning of the opening of the previous variable nozzle, hereinafter, the opening of the variable nozzle determined by this normal supercharging pressure control is represented as VN1 (see FIG. 2).

[Control Specific to the Present Invention in Supercharging Pressure Control]
Next, a control method unique to the present invention in the control means 14 of the supercharging pressure control apparatus 1 will be described. Further, the operation of the supercharging pressure control device 1 according to the present embodiment will also be described.

  The supercharging pressure control device 1 determines the target variable nozzle opening VNt or an added value VNt + Vfb between the target variable nozzle opening VNt and the supercharging pressure feedback amount as the variable nozzle opening VN1 in the normal supercharging pressure control as described above. Even if the operation of the actuator 13 is controlled so that the opening of the variable nozzle becomes VN1, stepped acceleration may occur as described above. FIG. 4 is a diagram illustrating an example of a time-series change of each parameter when the stepped acceleration occurs as described above.

  That is, as shown in FIG. 4, for example, when the vehicle travels in a state where the driver depresses the accelerator and the accelerator opening θ is constant, the control unit 14 of the supercharging pressure control device 1 By performing the supply pressure control, the opening degree VN1 of the variable nozzle is determined based on the engine speed N, the command injection amount Q, and the actual boost pressure Pbreal, and the operation of the actuator 13 is controlled so that the opening degree of the variable nozzle becomes VN1. Control to be. As shown in FIG. 4, the opening VN1 of the variable nozzle once increases when the accelerator is depressed, and then changes so as to decrease when the engine speed N increases.

  In FIG. 4, Va is the air intake amount described above. Further, in FIG. 4, the opening degree VN1 of the variable nozzle represents a more closed state as it goes to the upper side of the figure, and represents a state of being opened toward the lower side of the figure. That is, as described above, when the opening degree VN1 of the variable nozzle can take a value from 0 (fully closed) to 100 (fully open), the opening degree VN1 becomes smaller as it goes upward in FIG. As the value goes to the lower side of FIG.

  Then, when the accelerator is depressed, the acceleration a of the vehicle gradually increases. However, as shown in FIG. 4, after a certain period of time (time t1), the increase in the acceleration a becomes dull, and this state continues for a while. There is a case where the acceleration a rises at time t2 and changes so as to return to the original acceleration a. That is, when the driver depresses the accelerator by a certain amount (when the accelerator opening θ is constant), the acceleration a of the vehicle normally increases smoothly, but as described above, after the increase in the acceleration a once stagnates. May increase suddenly. This is the so-called stepped acceleration described above.

[Causes of stepped acceleration]
Stepped acceleration is thought to be caused by the following vicious circle. That is, in order to increase the rotation speed of the turbine 12, even if the variable nozzle is closed and the pressure ratio of the turbine 12 is increased, the rotation speed of the turbine 12 does not increase so much (that is, the periphery of the turbine 12 is poor), and the diesel engine 50 The supercharging pressure on the intake side does not rise so much. Therefore, the scavenging efficiency of the diesel engine 50 does not increase so much, and the pace of increase in the air intake amount Va does not increase so much, so that the engine torque is hardly increased. Therefore, the degree of increase in the acceleration a of the vehicle becomes dull even though the accelerator is depressed to some extent as between time t1 and time t2 shown in FIG.

  However, when the engine speed N increases after a while and the flow rate of the exhaust gas flowing through the turbine 12 increases, the turbine 12 starts to rotate, and the compressor 11 works to increase the supercharging pressure on the intake side of the diesel engine 50. Therefore, the scavenging efficiency of the diesel engine 50 increases and the engine torque increases. In this way, the above-described vicious circle is escaped, the degree of increase in the acceleration a of the vehicle is recovered, and the vehicle returns to the state of accelerating in accordance with the accelerator opening θ, so that the stepped acceleration described above occurs.

When the present inventors studied the conditions that cause this stepped acceleration, the following findings were obtained. That is,
(1) Such stepped acceleration does not occur when the engine speed N is high, and stepped acceleration may occur when the engine speed N is low (hereinafter referred to as Knowledge 1). That is, when described in terms of images using the aforementioned variable nozzle opening map M1 (see FIG. 3), as indicated by a broken line in FIG. 5, the engine speed N is low and the command injection amount Q is not so large. In the case of conditions, stepped acceleration can occur.

(2) Further, there are a diesel engine 50 in which stepped acceleration occurs and a diesel engine 50 in which stepped acceleration does not occur (hereinafter referred to as Knowledge 2). That is, stepped acceleration may or may not occur due to individual differences in the diesel engine 50 (that is, variations in hardware of the diesel engine 50).
(3) Further, when the intake air temperature Ta, that is, the outside air temperature is high, stepped acceleration may occur (hereinafter referred to as Knowledge 3).

  As a result of further research on the above knowledge 1 by the present inventors, even if the variable nozzle is closed and the pressure ratio of the turbine 12 is increased, the rotational speed of the turbine 12 is too high. It has been found that the phenomenon that does not increase (hereinafter referred to as phenomenon 1) is caused by turbine efficiency.

  The turbine efficiency is obtained, for example, by taking the flow rate F of the exhaust gas flowing through the turbine 12 on the horizontal axis, and the pressure ratio of the turbine 12 (that is, the ratio of the gas pressure Pin flowing into the turbine 12 from the diesel engine 50 and the gas pressure Pout flowing out of the turbine 12). ) When Pin / Pout is taken on the vertical axis, it can be expressed in contour lines as shown in FIG. 6, for example. Note that “high” in FIG. 6 indicates that the turbine efficiency becomes the highest at that position, and indicates that the turbine efficiency decreases with increasing distance from the position.

  Then, in the state where the rotational speed N of the diesel engine 50 is low and the flow rate F of the exhaust gas flowing through the turbine 12 is small, the actuator is set so that the opening degree of the variable nozzle becomes the opening degree VN1 determined by the normal supercharging pressure control. 13, the variable nozzle is closed too much, and as shown by x in FIG. 6, the pressure ratio Pin / Pout of the turbine 12 at that time is the optimum pressure ratio (that is, the turbine efficiency is higher). Higher pressure ratio). Therefore, it has been found that the phenomenon 1 described above occurs because the turbine efficiency does not improve even when the variable nozzle is closed.

[Configuration and operation of the present invention]
Therefore, in the present invention, when there is a possibility that stepped acceleration may occur, the control unit 14 of the supercharging pressure control device 1 sets the opening VN1 of the variable nozzle determined by the normal supercharging pressure control as described above. The variable nozzle is corrected so as to open more (that is, the variable nozzle opening VN is corrected to be larger than VN1). And it is comprised so that correction value (DELTA) VN for correcting in this way may be determined by learning.

  Specifically, the control means 14 has a map M3 (see FIG. 7) having the same shape as the variable nozzle opening map M1 (see FIG. 3) used in the normal supercharging pressure control described above. Each time the correction value ΔVN is determined by learning, the determined correction value ΔVN is assigned to the corresponding cell of the map M3. When the correction value ΔVN is further corrected, the map M3 is updated by rewriting (or overwriting) the correction value ΔVN assigned to the square of the map M3 to the corrected correction value ΔVN. Go.

  Hereinafter, the control for correcting the variable nozzle opening VN1 determined by the normal supercharging pressure control with the correction value ΔVN in order to prevent the stepped acceleration from occurring will be referred to as a stepped acceleration corresponding control. The map M3 shown in FIG. 7 is referred to as a stepped acceleration corresponding control map M3. Then, as shown by the broken line in FIG. 5, stepped acceleration can occur under traveling conditions where the engine speed N is low and the command injection quantity Q is not so large. Therefore, for the stepped acceleration corresponding control shown in FIG. Also in the map M3, the correction value ΔVN is assigned or updated in an area corresponding to the area shown by a broken line in FIG. 5 (hereinafter referred to as a determination area A). The determination area A and M3a and M3b in FIG. 7 will be described later.

  On the other hand, as shown in Knowledge 1 above, stepped acceleration cannot always occur, and there are cases where stepped acceleration does not occur and sometimes occurs. Therefore, in the present invention, the control unit 14 of the supercharging pressure control device 1 determines whether or not the running state of the vehicle is a state in which stepped acceleration may occur, and stepped acceleration may occur. When there is no state, the above-described normal supercharging pressure control is performed, and the opening of the variable nozzle is determined to be VN1.

  Then, when there is a possibility that stepped acceleration may occur, stepped acceleration corresponding control is performed, and the engine speed N and the commanded injection amount based on the stepped acceleration corresponding control map M3 (see FIG. 7). The correction value ΔVN is calculated from Q, and the variable nozzle opening VN1 determined by the normal supercharging pressure control is corrected by the correction value ΔVN, so that the variable nozzle opening is determined as VN1 + ΔVN. .

[Specific control configuration example]
Hereinafter, the control specific to the present invention in the supercharging pressure control will be specifically described based on the flowchart of FIG.

  The control means 14 of the supercharging pressure control device 1 first performs normal supercharging pressure control (see FIG. 2) based on the variable nozzle opening map M1 and the target supercharging pressure map M2 described above, and the engine at that time point. The variable nozzle opening VN1 is determined based on the rotational speed N, the command injection amount Q, and the actual boost pressure Pbreal (step S1).

  Subsequently, the control means 14 determines whether or not the running state of the vehicle is a state in which stepped acceleration is likely to occur (step S2), and is not in a state in which stepped acceleration is likely to occur. If it is determined (step S2; NO), the opening of the variable nozzle is set to VN1 (step S3), and the operation of the actuator 13 is controlled so that the variable nozzle becomes the opening VN1. That is, in this case, normal supercharging pressure control is performed. Further, the number n of processing cycles in which the correction value is continuously updated is set to 0 and n is reset (step S4). The processing cycle number n in which the correction value is continuously updated will be described later.

  Here, a configuration example of determination processing (step S2) in which the control unit 14 determines whether or not the traveling state of the vehicle is a state in which stepped acceleration is likely to occur will be described. In this determination process, it is determined whether or not a stepped acceleration is likely to occur, and whether or not the vehicle traveling state is within the determination region A in the stepped acceleration corresponding control map M3 shown in FIG. It can be configured to determine by

That is, it can be configured to determine whether or not a stepped acceleration is likely to occur based on the engine speed N or the commanded injection amount Q. Specifically, for example, the engine speed can be determined. As shown in the following equations (1) and (2), it is possible to determine whether the number N and the command injection amount Q are within the range from the lower threshold Nth_low to the upper threshold Nth_high. is there.
Nth_low ≦ N ≦ Nth_high (1)
Qth_low ≦ Q ≦ Qth_high (2)

Further, it may be configured to determine whether or not there is a possibility that stepped acceleration may occur based not only on the engine speed N and the command injection amount Q but also on the vehicle speed V and the accelerator opening θ. Specifically, in addition to the above equations (1) and (2), for example, the vehicle speed V and the accelerator opening θ are determined from the lower threshold value Vth_low as shown in the following equations (3) and (4). It is also possible to make a determination based on whether or not it is within a range such as the upper threshold value Vth_high.
Vth_low ≦ V ≦ Vth_high (3)
θth_low ≦ θ ≦ θth_high (4)

  At this time, as described in Knowledge 1 above, because stepped acceleration occurs in a traveling state where the engine speed N is low, at least the upper threshold value Nth_high is set to a value that is not so large. Therefore, for example, as shown in FIG. 7, in the stepped acceleration corresponding control map M3, the determination region A is set to a region where the engine speed N is low.

  Then, the control means 14 obtains information such as the current engine speed N from various sensors 17 (see FIG. 1) and the like, and for example, the obtained engine speed N is obtained from the above formulas (1) to (4). When both are satisfied, it is configured to determine that there is a possibility that stepped acceleration may occur. It should be noted that it is possible to use a factor other than the engine speed N, the commanded injection amount Q, the vehicle speed V, and the accelerator opening θ as factors for making the above determination.

  On the other hand, when the control means 14 determines that the traveling state of the vehicle is a state in which stepped acceleration may occur (step S2; YES), subsequently, the vehicle acceleration a is set to the time t1 to t1 in FIG. It is determined whether or not there is a stagnation during t2 (that is, a decrease in the acceleration a) (step S5). However, in this case, the cause of the stagnation of the acceleration a may be caused not by the variable nozzle but by another cause.

  Therefore, in the determination process of step S5, in order to confirm that the stagnation of the acceleration a is caused by the stepped acceleration caused by the variable nozzle to be dealt with in the present invention, whether or not the acceleration a is stagnating is added. In addition, it is preferable to further determine whether the change rate of the supercharging pressure Pb or the change rate of the air intake amount Va is appropriate.

Specifically, as shown in the following formulas (5) to (7), the target acceleration at and the boost pressure that are assumed with respect to the opening VN1 (or VN1 + ΔVN) of the variable nozzle set at that time. The magnitude (absolute value) of the target change rate ΔPbt of Pb, the target change rate ΔVat of the air intake amount Va, the change rate ΔPbreal of the actual acceleration areal and the supercharging pressure Pb, and the change rate ΔVreal of the air intake amount Va Is less than or equal to the set threshold value ath, ΔPbth, ΔVath.
| At-areal | ≦ ath (5)
| ΔPbt−ΔPBreal | ≦ ΔPbth (6)
| ΔVat−ΔVareal | ≦ ΔVath (7)

  For example, when one of the above (5) to (7) is not satisfied, it can be configured to determine whether the acceleration a of the vehicle is stagnant due to stepped acceleration caused by the variable nozzle. . Note that, as described above, instead of using the rate of change of the supercharging pressure Pb or the like (that is, the amount of change per unit time), the difference for each measurement cycle of the supercharging pressure Pb or the like (that is, the supercharging pressure Pb measured this time, etc. And the difference between the previously measured supercharging pressure Pb and the like) can also be used.

  When the control means 14 determines that the acceleration a of the vehicle is not stagnant (that is, all of the above expressions (5) to (7) are satisfied) (step S5; NO), the steps after step S7 are performed. The update process of the attached acceleration corresponding control map M3 is not performed. However, in this case, as described above, in the determination process in step 2, since it is determined that the traveling state of the vehicle is a state in which stepped acceleration may occur (step S2; YES), it continues. In step S6, the number n of processing cycles in which the correction value has been updated is set to 0 (step S6). Then, the process proceeds to step S13, and stepped acceleration control is performed.

  That is, the correction value ΔVN is determined based on the stepped acceleration corresponding control map M3 (see FIG. 7) from the engine speed N and the commanded injection amount Q at that time, and is determined by normal supercharging pressure control (step S1). VN1 + ΔVN corrected by adding the correction value ΔVN to the opening VN1 of the variable nozzle is determined as the opening of the variable nozzle. Then, the operation of the actuator 13 is controlled to control the opening of the variable nozzle so that the opening becomes VN1 + ΔVN. Then, the process returns to step S1.

  On the other hand, when the control means 14 determines that the acceleration a of the vehicle is stagnant due to the variable nozzle (step S4; YES), that is, at least one of the expressions (5) to (7) is not satisfied. If it is determined, the process proceeds to an update process of the stepped acceleration corresponding control map M3 in step S7 and subsequent steps.

  In the updating process of the stepped acceleration correspondence control map M3, the control unit 14 first increments the number n of processing cycles in which the correction values are continuously updated by one. If the number n of processing cycles in which the correction value has been continuously updated exceeds 10 (step S8; NO), the updating process of the stepped acceleration corresponding control map M3 is interrupted, and the process of step S13 is performed. Shifting to processing, stepped acceleration support control is performed. The reason for such a configuration will be described later.

  When the number n of processing cycles in which the correction value has been updated continuously is 10 or less (step S8; YES), the control means 14 continues to shift the target acceleration at and the actual acceleration areal. Further, a deviation between the target change rate ΔPbt of the supercharging pressure Pb and the actual change rate ΔPbreal of the supercharging pressure Pb, and a deviation between the target change rate ΔVat of the air intake amount Va and the change rate ΔVareal of the actual air intake amount Va. A value x to be added to the correction value ΔVN when the stepped acceleration corresponding control map M3 is updated is set according to the magnitude of the amount (step S9).

  At this time, as described above, the cause of the stepped acceleration is that the variable nozzle is too closed at the variable nozzle opening VN1 determined by the normal supercharging pressure control (step S1), and the pressure ratio Pin of the turbine 12 This is because / Pout (see FIG. 6) becomes too high and the turbine efficiency is lowered. In order to correct the opening VN1 so that the variable nozzle is opened, as described above, when the opening VN1 of the variable nozzle takes a value from 0 (fully closed) to 100 (fully open), the variable nozzle It is necessary to correct the opening of the variable nozzle to VN1 + ΔVN by adding a positive correction value ΔVN to the opening VN1. As the correction value ΔVN is increased, the variable nozzle is further opened.

  Therefore, in this step S9, the larger the deviation amount between the target acceleration at and the actual acceleration areal, the larger the value x added to the correction value ΔVN when updating the stepped acceleration corresponding control map M3. Configured to do.

  Specifically, for example, as the amount of deviation between the target acceleration at and the actual acceleration areal, the difference | at-areal | calculated by the above equation (5) is divided by the absolute value of the target acceleration at | at-areal | / | At | is calculated as a deviation amount. Similarly, regarding the change rate of the supercharging pressure Pb and the change rate of the air intake amount Va, the differences | ΔPbt−ΔPBreal | and | ΔVat−ΔVareal | calculated by the above formulas (6) and (7) are used as the supercharging pressure. | ΔPbt−ΔPBreal | / | ΔPbt | and | ΔVat−ΔVreal | / | ΔVat | divided by the absolute values of the target change rate ΔPbt of Pb and the target change rate ΔVat of the air intake amount Va are calculated as respective deviation amounts.

  Then, the largest deviation amount is extracted from the deviation amounts, and the value x is set according to the size. That is, for example, the amount of deviation is divided into five stages, and five values of 0.5, 0.4, 0.3, 0.2, and 0.1 are assigned to each stage as the value x. Then, it is determined to which stage the extracted largest deviation amount belongs, and the value x corresponding to that stage is set as the value x to be added to the correction value ΔVN when the stepped acceleration correspondence control map M3 is updated. It can be configured to do so. That is, a larger value x is set as the deviation amount is larger.

  Subsequently, the control means 14 updates the stepped acceleration corresponding control map M3 based on the set value x. As described in the knowledge 2 and the knowledge 3 described above, the stepped acceleration is performed by the diesel engine 50. There are cases where the difference is caused by individual differences (that is, variations in hardware of the diesel engine 50) (knowledge 2) and cases where the intake air temperature Ta, that is, the outside air temperature is high (knowledge 3).

  Therefore, in the flowchart of FIG. 8, these cases are divided, and a case will be described in which each case is provided with stepped acceleration corresponding control maps M3a and M3b (see FIG. 7) to correspond to each other. In the following, the stepped acceleration corresponding control map M3a used when the intake air temperature Ta is high is referred to as a high intake air temperature corresponding control map M3a, and when stepped acceleration occurs due to individual differences of the diesel engine 50. The stepped acceleration correspondence control map M3b to be used is distinguished as a hardware variation correspondence control map M3b. In addition, only one stepped acceleration corresponding control map M3 is provided, and the above two cases are not distinguished from each other, and these cases are collectively configured to correspond to one stepped acceleration corresponding control map M3. Is also possible.

  When the control means 14 sets the value x to be added to the correction value ΔVN when updating the stepped acceleration correspondence control map M3 as described above (step S9), the temperature sensor 15 (see FIG. 1) is subsequently set. In step S10, it is determined whether or not the intake air temperature Ta measured by (1) is equal to or higher than a set threshold temperature Tath.

  When the intake air temperature Ta is equal to or higher than the threshold temperature Tath (step S10; YES), the control unit 14 selects the high intake air temperature corresponding control map M3a. Then, the value x set as described above is added to the correction value ΔVN of the mass corresponding to the engine speed N and the commanded injection amount Q at that time in the high intake temperature correspondence control map M3a for correction. Then, the correction value ΔVN assigned to the square in the high intake air temperature corresponding control map M3a is rewritten (or overwritten) to the corrected correction value ΔVN, and the high intake air temperature corresponding control map M3a is updated (Step S3). S11).

  If the intake air temperature Ta is lower than the threshold temperature Tath (step S10; NO), the control means 14 determines that the stepped acceleration has occurred due to individual differences of the diesel engine 50, and the hardware variation correspondence control map M3b. Select. Then, the value x set as described above is added to the correction value ΔVN of the mass corresponding to the engine speed N and the commanded injection amount Q at that time in the hardware variation correspondence control map M3b for correction. Then, the correction value ΔVN assigned to the square in the hardware variation correspondence control map M3b is rewritten (or overwritten) to the corrected correction value ΔVN, and the hardware variation correspondence control map M3b is updated (step S12).

  When the control means 14 updates the high intake temperature correspondence control map M3a and the hardware variation correspondence control map M3b as described above, it is determined according to the intake air temperature Ta (that is, whether the intake air temperature Ta is equal to or higher than the threshold temperature Tath). Accordingly, the map M3a, M3b to be referred to is selected, and stepped acceleration corresponding control is performed based on the selected map M3a or M3b (step S13).

  That is, the correction value ΔVN is determined from the engine speed N and the commanded injection amount Q at that time based on the high intake temperature correspondence control map M3a or the hardware variation correspondence control map M3b (see FIG. 7), and normal supercharging VN1 + ΔVN corrected by adding the correction value ΔVN to the opening VN1 of the variable nozzle determined by the pressure control (step S1) is determined as the opening of the variable nozzle. Then, the operation of the actuator 13 is controlled to control the opening of the variable nozzle so that the opening becomes VN1 + ΔVN. Then, the process returns to step S1.

  As described above, the control means 14 performs the stepped acceleration corresponding control (step S13), and determines the determination area A (FIG. 7 or ((1) above) of the high intake air temperature corresponding control map M3a and the hardware variation corresponding control map M3b. Each correction value ΔVN in the portions 1) to (4) is updated by learning each time stepped acceleration occurs. If appropriate correction values ΔVN are finally obtained, stepped acceleration does not occur, and it is not necessary to update the high intake temperature corresponding control map M3a and the hardware variation corresponding control map M3b.

  In FIG. 9, the correction values ΔVN are updated by updating the stepped acceleration response control map M3 (the high intake air temperature response control map M3a or the hardware variation response control map M3b) as described above. It is a figure showing the result at the time of performing stepped acceleration corresponding | compatible control using the corrected value (DELTA) VN performed.

  As shown in FIG. 9, when the stepped acceleration control is performed as described above, the opening VN of the variable nozzle is set by the normal supercharging pressure control when the engine speed N is still low. The variable nozzle is shifted from the opening degree VN1 to the opening degree VN1 + ΔVN corrected by the correction value ΔVN (that is, from the state where the normal supercharging pressure control is performed to the state where the stepped acceleration corresponding control is performed). Is opened more than the opening degree VN1 set by normal supercharging pressure control.

  Therefore, since the pressure ratio Pin / Pout (see FIG. 6) of the turbine 12 is reduced and the turbine efficiency is improved, the degree of increase in the air intake amount Va is slowed as in the case of FIG. 4 indicated by a broken line in FIG. Both accelerations a are not stagnated, and both of them rise smoothly, and stepped acceleration is accurately eliminated.

[effect]
As described above, according to the supercharging pressure control apparatus 1 according to the present embodiment, when the traveling state of the vehicle is a state in which stepped acceleration is likely to occur, it is determined by normal supercharging pressure control. The correction value ΔVN for correcting the opening degree VN1 of the variable nozzle is updated by learning. Then, the control means 14 controls the opening degree of the variable nozzle so that the opening degree of the variable nozzle becomes the opening degree VN1 + ΔVN obtained by correcting the opening degree VN1 of the variable nozzle determined by the normal supercharging pressure control with the correction value ΔVN. Stepped acceleration control is then performed.

  Therefore, at the variable nozzle opening VN1 determined by the normal supercharging pressure control, the variable nozzle is over-closed despite the engine speed N being low, and the pressure ratio Pin of the turbine 12 is therefore. Even if / Pout becomes too high and the turbine efficiency does not improve and stepped acceleration occurs, the correction value ΔVN is updated by learning to an appropriate value as described above, and stepped acceleration is performed based on the correction value ΔVN. By performing the corresponding control, it is possible to perform correction so that the variable nozzle is opened more.

  Then, by correcting the variable nozzle in the opening direction, it becomes possible to reduce the pressure ratio Pin / Pout of the turbine 12 to improve the turbine efficiency, and to accurately prevent the occurrence of stepped acceleration. Become. And since stepped acceleration does not occur in this way, drivability can be improved.

[About setting a limit on the increase in correction value]
In addition, when the cycle in which each process of steps S1 to S13 shown in FIG. 8 is performed is referred to as a single process cycle, the high intake temperature correspondence control map M3a and the hardware variation correspondence control map M3b are as described above. Even if the correction value ΔVN is updated, if the vehicle acceleration a remains stagnant due to the variable nozzle (step S5; YES), the correction value ΔVN is updated again in the next processing cycle. In this way, as long as the vehicle acceleration a remains stagnant due to the variable nozzle (step S5; YES), the correction value ΔVN is updated every processing cycle.

  Then, the correction value ΔVN is appropriately corrected, the opening degree of the variable nozzle is set to VN1 + ΔVN, and the variable nozzle is further opened, and the pressure ratio Pin / Pout (see FIG. 6) of the turbine 12 becomes lower. If the efficiency is improved and the acceleration a of the vehicle increases appropriately without stagnation, the correction value ΔVN is updated in the processing cycle, and after the next processing cycle, the running state of the vehicle is stepped. Even in a state where acceleration may occur (step S2; YES, that is, even when the engine speed N or the like is within the determination region A shown in FIG. 7), the vehicle caused by the variable nozzle Since the acceleration a does not stagnate (step S5; NO), the correction value ΔVN update process (steps S9 to S12) is not performed.

  However, as described above, even if the correction value ΔVN is updated every processing cycle, if the acceleration a of the vehicle remains stagnant due to the variable nozzle (step S5; YES), the subsequent processing is also performed. The correction value ΔVN is continuously updated for each cycle, and the correction value ΔVN is continuously updated. Therefore, there is a possibility that the correction value ΔVN becomes an abnormally large value or, in the worst case, the opening degree VN1 + ΔVN of the variable nozzle reaches 100 (fully open).

  Therefore, when the correction value ΔVN is updated for each processing cycle as described above, the amount of increase of the correction value ΔVN from the correction value ΔVNlast before update (hereinafter simply referred to as the amount of increase of the correction value ΔVN). It is desirable to provide a restriction for.

  That is, while the stepped acceleration occurs and the stagnation of the vehicle acceleration a occurs between the times t1 and t2 in FIG. 4 once, the control means 14 of the supercharging pressure control device 1 performs a plurality of processing cycles. Although it is performed continuously, the correction value ΔVN is updated in each of a plurality of consecutive processing cycles. That is, when the stagnation of the acceleration a occurs once, the correction value ΔVN is continuously updated during that time.

  Therefore, for example, as described above, the control unit 14 is configured to count the processing cycle number n in which the correction value is continuously updated, and the processing cycle number n in which the correction value is continuously updated. Even when the acceleration a continues to stagnate when the value reaches the predetermined number, it is possible to stop updating the correction value ΔVN beyond that.

  In the example shown in FIG. 8 above, the case of such a configuration is shown, and the predetermined number is 10 times (see step S8). In the example shown in FIG. 8, the increase amount of the correction value ΔVN in one update of the correction value ΔVN is the value x set in step S9. This is the total value of the values x set in 10 consecutive processing cycles. In this example, the increase amount of the correction value ΔVN is limited to the total value of the values x set in 10 consecutive processing cycles.

  In addition, when the running state of the vehicle is not in a state in which stepped acceleration is likely to occur (step S2; NO) or the acceleration a is not stagnated (step S5; NO), the correction value ΔVN The update process (steps S9 to S12) is not performed. Therefore, the state in which the correction value ΔVN is continuously updated in a plurality of processing steps ends. Therefore, in the flowchart shown in FIG. 8, the number n of processing cycles in which the correction value is continuously updated is reset to 0 in the processing of step S4 or step S6 after the determination processing of step S2 or step S5. It has come to be.

  At another opportunity (that is, when the vehicle is accelerated again), the running state of the vehicle is a state in which stepped acceleration may occur (step S2; YES), or the acceleration a is stagnant. When the state is reached (step S5; NO), the count of the number n of processing cycles in which the correction value is continuously updated is started again from 1 (step S7), and the correction value ΔVN is updated. It has come to be.

  On the other hand, as another method for restricting the increase amount of the correction value ΔVN, for example, it is possible to provide a restriction in such a manner as to restrict the increase amount of the correction value ΔVN itself.

  That is, as described above, in the example shown in FIG. 8, the increase amount of the correction value ΔVN is the total value of the values x set in a plurality of consecutive processing cycles. An upper limit is set for the total value x, and when the total value x (that is, the increase amount of the correction value ΔVN) reaches this upper limit, even if the acceleration a remains stagnant, a further correction value It is also possible to configure to stop the update of ΔVN.

  As described above, in the example shown in FIG. 8, the correction value ΔVN is updated when the stepped acceleration correspondence control map M3 (the high intake temperature correspondence control map M3a or the hardware variation correspondence control map M3b) is updated. As the value x to be added (see step S9), any one of a plurality of values such as 0.5, 0.4, 0.3, 0.2, 0.1, etc. is selected according to the deviation amount between the target acceleration at and the actual acceleration areal described above. Configured to be set.

  Therefore, the upper limit of the increase amount of the correction value ΔVN in this case (that is, the upper limit of the total value of the values x) can also be configured to change according to the above-described deviation amount. That is, for example, when the amount of deviation between the target acceleration at and the actual acceleration areal is large (that is, when, for example, 0.5 is set as the value x), the upper limit is set large (for example, set to 5). When the deviation amount between the target acceleration at and the actual acceleration areal is small (that is, when 0.1 is set as the value x, for example), the upper limit is set small (for example, set to 1). It is also possible to do.

  As described above, if there is no restriction on the increase amount of the correction value ΔVN, the correction value ΔVN is continuously updated every processing cycle, and there is a possibility that the correction value ΔVN becomes an abnormally large value. However, as described above, by setting a limit on the increase amount of the correction value ΔVN, it is possible to accurately prevent such a situation from occurring.

[About providing hysteresis to the threshold]
On the other hand, in the example shown in FIG. 8, whether or not the running state of the vehicle is a state in which stepped acceleration is likely to occur (that is, the running state of the vehicle is a stepped acceleration corresponding control map shown in FIG. 7. The case has been described in which it is determined whether or not the measured engine speed N or the like satisfies the above equations (1) to (4) when determining whether or not it is within the determination region A in M3.

  However, in this case, for example, when the value of the engine speed N goes up and down across the upper threshold Nth_high, VN1 is set as the opening of the variable nozzle (when N> Nth_high), or VN1 + ΔVN is set ( When N ≦ Nth_high), the set variable nozzle opening VN may change frequently. Similarly, in the case of the lower limit threshold value Nth_low, when the value of the engine speed N increases or decreases across the lower limit threshold value Nth_low, VN1 is set as the opening of the variable nozzle (N <Nth_low). In this case, VN1 + ΔVN is set (when N ≧ Nth_low), and the variable nozzle opening VN to be set may change frequently.

  In this way, if the set variable nozzle opening VN changes frequently, it becomes difficult to control the variable nozzle opening VN, and in the worst case, the variable nozzle opening VN cannot be controlled. obtain. Therefore, it is possible to configure so that hysteresis is provided for the upper threshold values (Nth_high, Qth_high, Vth_high, θth_high) and lower threshold values (Nth_low, Qth_low, Vth_low, θth_low) in the above equations (1) to (4). is there. Hereinafter, the engine speed N will be specifically described as an example.

  For example, when the control unit 14 of the supercharging pressure control device 1 performs stepped acceleration control in the process of step S13 in the flowchart shown in FIG. 8 and sets VN1 + ΔVN as the opening VN of the variable nozzle, At the time, the determination ON flag f (not shown in FIG. 8) is set to 1, and the flag is set. Further, when VN1 is set as the opening VN of the variable nozzle in the process of step S3, the determination ON flag f is set to 0 at that time and the flag is lowered.

  And the control means 14 judges whether the driving | running | working state of a vehicle is a state in which stepped acceleration may arise based on said Formula (1)-(4) by the judgment process of step S2. However, at this time, if the determination ON flag f is 0 (that is, the determination OFF state where the stepped acceleration control is not performed), the lower limit threshold Nth_low and the upper limit threshold Nth_high for the engine speed N are As shown in FIG. 10, it is determined whether or not the engine speed N satisfies the above equation (1) using the lower limit threshold Nth_low0 and the upper limit threshold Nth_high0 that have a narrower numerical range from the lower limit threshold to the upper limit threshold.

  Since the engine speed N does not satisfy the above equation (1) (step S2; NO) and the stepped acceleration corresponding control (step S13) is not performed, the determination ON flag f remains 0. In the determination process, the lower limit threshold Nth_low0 and the upper limit threshold Nth_high0, which have a narrower numerical range from the lower limit threshold to the upper limit threshold, are used as the lower limit threshold Nth_low and the upper limit threshold Nth_high for the engine speed N.

  Further, it is determined that the control means 14 satisfies the above equation (1) (step S2; YES), stepped acceleration corresponding control (step S13) is performed, and the determination ON flag f is set to 1 (that is, the step). 10), the lower limit threshold Nth_low for the engine speed N is changed to the lower limit threshold Nth_low1 set to a value smaller than the lower limit threshold Nth_low0, as shown in FIG. The upper threshold Nth_high can be changed to the upper threshold Nth_high1 set to a value larger than the upper threshold Nth_high0.

  Similarly, with respect to the command injection amount Q (the above formula (2)), the vehicle speed V (the above formula (3)), and the accelerator opening θ (the above formula (4)), there is hysteresis in the lower limit threshold and the upper limit threshold. Provided. Further, when configured as described above, the determination ON flag f is 1 (that is, the stepped acceleration corresponding control is compared with the case where the determination ON flag f is 0 (that is, the stepped acceleration corresponding control is not performed). Is the range of engine speed N or the like (ie, the determination region A) in which the control unit 14 determines that the traveling state of the vehicle is a state in which stepped acceleration may occur. Will spread.

  If configured as described above, for example, the value of the engine speed N becomes equal to or greater than the lower limit threshold Nth_low0 and stepped acceleration support control (step S13) is performed, and the opening of the variable nozzle is set to VN1 + ΔVN. Immediately after that, even if the value of the engine speed N becomes less than the lower threshold Nth_low0, the opening of the variable nozzle does not immediately return to the state where the opening of the variable nozzle is set to VN1 as long as it is greater than or equal to the lower threshold Nth_low1. Is continuously set to VN1 + ΔVN.

  Therefore, as described above, the opening VN of the variable nozzle that is set frequently changes, and it becomes difficult to control the opening VN of the variable nozzle, or it becomes impossible to control the opening VN of the variable nozzle. It is possible to accurately prevent the stepped acceleration by accurately controlling the opening VN of the variable nozzle.

  Needless to say, the present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 Supercharging pressure control apparatus 11 Compressor 12 Turbine 14 Control means 50 Diesel engine (internal combustion engine)
51 Intake path 54 Exhaust path M3 Stepped acceleration correspondence control map M3a High intake temperature correspondence control map M3b Hardware variation correspondence control map N Engine speed Pb Supercharging pressure Pin / Pout Turbine pressure ratio Q Instructed injection amount Ta Intake Temperature Tath Threshold temperature VN Variable nozzle opening VN1 Variable nozzle opening ΔVN determined by supercharging pressure control Correction value

Claims (4)

A turbine provided in an exhaust path of the internal combustion engine;
A variable nozzle that changes the turbine rotation speed by changing the pressure ratio of the turbine by opening and closing; and
A compressor provided in the intake path of the internal combustion engine, for supercharging the internal combustion engine with air having a supercharging pressure corresponding to the driving torque of the turbine;
Control means for controlling the opening of the variable nozzle;
With
The control means includes
Determine whether the vehicle is in a state where stepped acceleration may occur,
When it is determined that the running state of the vehicle is a state in which stepped acceleration may occur, the correction value for correcting the opening of the variable nozzle determined by supercharging pressure control is updated by learning, and the Performing stepped acceleration control for controlling the opening of the variable nozzle so that the opening of the variable nozzle is the opening obtained by correcting the opening of the variable nozzle determined by the boost pressure control with the correction value. A supercharging pressure control device. The control means includes
Having a stepped acceleration corresponding control map in which the correction values are assigned to the engine speed and the command injection amount;
Updating the correction value corresponding to the engine speed and the commanded injection amount at the time of learning in the stepped acceleration correspondence control map by learning,
When performing the stepped acceleration response control, the correction value corresponding to the engine speed and the commanded injection amount at that time is calculated based on the stepped acceleration response control map, and the calculated correction value The supercharging pressure control device according to claim 1, wherein the stepped acceleration control is performed based on the control. The control means includes
As the stepped acceleration corresponding control map, a high intake temperature corresponding control map used when the intake air temperature is equal to or higher than the threshold temperature, and the stepped acceleration is less than the threshold temperature and stepped acceleration is an individual difference of the internal combustion engine. And a control map for dealing with hardware variations used when it occurs based on
Depending on whether or not the intake air temperature is equal to or higher than the threshold temperature, the correction value belonging to either the high intake air temperature correspondence control map or the hardware variation correspondence control map is updated by learning,
When the stepped acceleration response control is performed, a map to be referred to is used for the high intake air temperature response control map and the hardware variation response control depending on whether the temperature is equal to or higher than the threshold temperature corresponding to the intake air temperature. Selecting from the map, calculating the correction value corresponding to the engine speed and the commanded injection amount at that time based on the selected map, and performing the stepped acceleration control based on the calculated correction value The supercharging pressure control device according to claim 2.   When the control means continuously updates the correction value in consecutive processing cycles, there is a limit on the amount of increase of the correction value from the correction value before being updated. The supercharging pressure control device according to any one of claims 1 to 3, characterized by:

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