JP2019105261A - Waste gate valve control device - Google Patents

Abstract

To provide a waste gate valve control device that can suppress deterioration in controllability of opening degree control due to individual difference in friction.SOLUTION: A control device 37 for controlling an opening degree of waste gate valves 30A, 30B installed in exhaust bypass passages 29A, 29B for causing an exhaust gas to flow therethrough while bypassing turbine wheels 28A, 28B in exhaust turbine type superchargers 12A, 12B performs minute vibration control for minutely vibrating opening degrees of the waste gate valves 30A, 30B when starting changing the opening degrees of the waste gate valves 30A, 30B.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a waste gate valve that controls the opening degree of a waste gate valve installed in a bypass flow passage that bypasses an exhaust turbine and flows exhaust gas in an exhaust turbine-type turbocharger.

  As can be seen in Patent Document 1, there are exhaust turbine turbochargers that employ a waste gate valve that controls the supercharging pressure by adjusting the opening of the waste gate valve.

Unexamined-Japanese-Patent No. 5-231165

  There are individual differences due to manufacturing tolerances of the components of the valve and its drive mechanism in the size of the friction that is the resistance to the change in the opening of the waste gate valve as described above. Therefore, there are individual differences in the responsiveness of the opening control, which is a factor that deteriorates the controllability of the opening control of the waste gate valve.

  The present invention has been made in view of such circumstances, and the problem to be solved is to provide a control device of a waste gate valve which can suppress deterioration of controllability of opening control due to individual difference of friction. is there.

  The control device of the waste gate valve which solves the above-mentioned subject controls the degree of opening of the waste gate valve installed in the exhaust bypass passage which bypasses the turbine wheel in the exhaust turbine-type supercharger and lets exhaust flow. When starting the opening degree change of the waste gate valve, micro vibration control is performed to make the opening degree of the waste gate valve minute.

  In the control device for the waste gate valve, when starting the change in the opening of the waste gate valve, micro vibration control is performed to micro-vibrate the opening of the waste gate valve. When micro-vibration starts, the transition from static friction to dynamic friction reduces the friction acting on the opening change of the waste gate valve. And as a result, since the range of variation in friction due to individual differences is also reduced, variation in responsiveness of opening control due to individual differences in friction can be suppressed. Therefore, according to the control device for the waste gate valve, deterioration in controllability of the opening control due to individual differences in friction can be suppressed.

The schematic diagram which shows the structure of the intake / exhaust system of the engine in which the waste gate valve which one embodiment of the control apparatus of a waste gate valve makes control object was installed. The figure which shows typically the cross-section of the exhaust-turbine turbocharger of the engine to which the control apparatus of the embodiment is applied. The block diagram which shows the control structure which concerns on opening control of the waste gate valve in the control apparatus of the said embodiment. The flowchart of the micro vibration control routine which the control apparatus performs. The graph which shows the waveform of minute vibration control current. The time chart which shows an example of an embodiment of opening control of a waste gate valve when not performing micro vibration control. The time chart which shows an example of the aspect of opening control by the control apparatus of the waste gate valve of the said embodiment.

  Hereinafter, one embodiment of a control device of a waste gate valve will be described in detail with reference to FIGS. 1 to 7.

  First, with reference to FIG. 1, a configuration of an intake and exhaust system of an engine 10 to which a control device of a waste gate valve of the present embodiment is applied will be described. The white arrows in the figure indicate the flow direction of intake air in the intake system of the engine 10, and the black arrows indicate the flow direction of exhaust gas in the exhaust system of the engine 10.

  As shown in the figure, the control device of the waste gate valve of this embodiment is a V-type 6 in which six cylinders # 1 to # 6 are divided into two banks of a first bank 11A and a second bank 11B. The present invention is applied to a cylinder engine 10. The order of ignition of the cylinders of the engine 10 is the order of cylinder # 1, cylinder # 2, cylinder # 3, cylinder # 4, cylinder # 5, and cylinder # 6. Then, three cylinders of cylinder # 1, cylinder # 3 and cylinder # 5 are arranged in the first bank 11A, and three cylinders of cylinder # 2, cylinder # 4 and cylinder # 6 are arranged in the second bank 11B. There is.

  The engine 10 includes two exhaust turbine superchargers 12A and 12B on the first bank 11A side and the second bank 11B side. The exhaust turbine turbochargers 12A and 12B are provided with compressors 13A and 13B for compressing intake air, and turbines 14A and 14B for receiving the exhaust gas and driving the compressors 13A and 13B, respectively.

  The engine 10 is provided with a first intake passage 15A provided with a compressor 13A of an exhaust turbine-type turbocharger 12A on the first bank 11A side and a compressor 13B of an exhaust turbine-type turbocharger 12B on a second bank 11B side. And a second intake passage 15B. The first intake passage 15A and the second intake passage 15B join together and are connected to the surge tank 16. The intake air is distributed from the surge tank 16 to the cylinders # 1 to # 6.

  Each of the compressors 13A and 13B is provided with a compressor wheel 17A and 17B for compressing intake air according to the rotation. In addition, the compressors 13A and 13B are provided with intake bypass passages 18A and 18B for bypassing the compressor wheels 17A and 17B to flow intake air, and air bypass valves 19A and 19B for opening and closing the intake bypass passages 18A and 18B, respectively. ing.

  In portions of the first intake passage 15A and the second intake passage 15B on the upstream side of the compressors 13A and 13B, airflow meters 20A and 20B that detect the flow rate of intake air flowing through the first intake passage 15A and the second intake passage 15B. And atmospheric pressure sensors 21A and 21B for detecting atmospheric pressure, respectively. Further, in portions of the first intake passage 15A and the second intake passage 15B on the downstream side of the compressors 13A and 13B, throttle valves 22A and 22B, which are valves for adjusting the flow rate of intake, and Coolers 23A and 23B are provided, respectively. Further, a charging pressure sensor 24A for detecting the charging pressure PB is provided at a portion of the first intake passage 15A and the second intake passage 15B downstream of the compressors 13A and 13B and upstream of the throttle valves 22A and 22B. , 24B are provided respectively. In the following description, the value of the supercharging pressure PB is represented by the absolute value of the pressure of the intake air downstream of the compressors 13A and 13B and upstream of the throttle valves 22A and 22B.

  Further, the engine 10 discharges the exhaust of the first exhaust passage 25A through which the exhaust of each cylinder # 1, # 3, # 5 of the first bank 11A flows, and the exhaust of each cylinder # 2, # 4, # 6 of the second bank 11B. And a second exhaust passage 25B to flow. The first exhaust passage 25A is provided with a turbine 14A of the exhaust turbine-type turbocharger 12A on the first bank 11A side, and the second exhaust passage 25B is provided with an exhaust turbine type excess on the second bank 11B side. A turbine 14B of the feeder 12B is provided. An air-fuel ratio sensor 26A for detecting the air-fuel ratio of the air-fuel mixture burned in each of the cylinders # 1 to # 6 in a portion downstream of the turbines 14A and 14B in the first exhaust passage 25A and the second exhaust passage 25B. 26B are provided respectively. Further, catalyst devices 27A and 27B for purifying the exhaust gas are respectively provided in portions of the first exhaust passage 25A and the second exhaust passage 25B on the downstream side of the air-fuel ratio sensors 26A and 26B.

  Each of the turbines 14A, 14B is provided with a turbine wheel 28A, 28B that rotates by receiving the passing exhaust gas. In each of the exhaust turbine turbochargers 12A and 12B, the turbine wheels 28A and 28B are integrally rotatably connected to the compressor wheels 17A and 17B. Then, the compressors 13A and 13B are driven by the rotation of the compressor wheels 17A and 17B in response to the rotation of the turbine wheels 28A and 28B. Further, each of the turbines 14A, 14B is provided with exhaust bypass passages 29A, 29B for bypassing the turbine wheels 28A, 28B to flow exhaust, and waste gate valves 30A, 30B for opening and closing the exhaust bypass passages 29A, 29B. It is done.

  FIG. 2 shows a partial cross-sectional structure of the exhaust turbine turbocharger 12A on the side of the first bank 11A. The exhaust turbine turbocharger 12B on the second bank 11B side also has the same configuration as the exhaust turbine turbocharger 12A on the first bank 11A side.

  In the turbine 14A (14B) of the exhaust turbine type supercharger 12A (12B), a scroll passage 31 which circulates a radially outer portion of the turbine wheel 28A (28B), and an exhaust outlet for discharging exhaust to the outside 32 and are provided. Further, the above-described exhaust bypass passage 29A (29B) is provided in the turbine 14A (14B) so as to directly communicate the scroll passage 31 with the exhaust outlet 32. A waste gate valve 30A (30B) is provided at the opening on the exhaust outlet 32 side of the exhaust bypass passage 29A (29B).

  The waste gate valve 30A (30B) is a direction (hereinafter referred to as an opening direction) away from the opening on the exhaust outlet 32 side of the exhaust bypass passage 29A (29B), and a direction approaching the same opening (hereinafter referred to as a closing direction). Is operatively attached to the turbine 14A (14B). In the following description, a state in which the waste gate valve 30A (30B) is closed until the opening is closed is referred to as a fully closed state of the waste gate valve 30A (30B). Further, the state in which the waste gate valves 30A and 30B are located at the operating position at which the opening direction of the operating range is at the limit is referred to as full opening of the waste gate valve 30A (30B). Furthermore, the amount of change in the operating position of the waste gate valve 30A (30B) in the opening direction from the fully closed operating position (hereinafter referred to as the fully closed position) is the opening degree of the waste gate valve 30A (30B). It is said.

  An actuator 34 is connected to the waste gate valve 30A (30B) via a rod 33. The actuator 34 incorporates a direct current motor 35. The driving force is applied to the waste gate valve 30A (30B) by transmitting the power generated by the direct current motor 35 through the rod 33 in response to the energization. Further, the actuator 34 is provided with an opening degree sensor 36 for detecting the opening degree of the waste gate valve 30A (30B) (hereinafter referred to as the WGV opening degree).

  The control device 37 of the present embodiment is configured as a microcomputer for engine control, and performs drive control of the waste gate valve 30A (30B) as part of intake control of the engine 10. Detection results of the above-described airflow meters 20A and 20B, atmospheric pressure sensors 21A and 21B, supercharging pressure sensors 24A and 24B, air-fuel ratio sensors 26A and 26B, and an opening degree sensor 36 are input to the control device 37. The control device 37 further includes a vehicle speed sensor 38 for detecting the traveling speed (vehicle speed SPD) of a vehicle equipped with the engine 10, and an accelerator opening for detecting an accelerator pedal depression amount (accelerator opening ACCP) of the driver of the vehicle. The detection result of the sensor 39 or the like is also input.

  The waste gate valve 30A (30B) during operation of the engine 10 is affected by the pressure difference between the exhaust of the scroll passage 31 and the exhaust outlet 32, which is generated due to the pressure loss when passing through the turbine wheel 28A (28B). A force in the opening direction is applied. Therefore, the WGV opening degree is determined by the balance between the driving force in the closing direction applied from the actuator 34 and the force in the opening direction due to the differential pressure. The differential pressure of the exhaust gas between the scroll passage 31 and the exhaust outlet 32 is a value that changes according to the back pressure of the engine 10 and, in turn, the supercharging pressure. Further, the driving force generated by the actuator 34 has a value that changes in accordance with the driving current supplied to the DC motor 35. Therefore, the WGV opening degree is determined by the relationship between the supercharging pressure and the drive current. On the other hand, the controller 37 adjusts the WGV opening by adjusting the drive current of the direct current motor 35 when controlling the opening of the waste gate valve 30A (30B), which is performed as part of intake control of the engine 10. There is.

  FIG. 3 shows a control structure of the control unit 37 for controlling the intake of the engine 10. As shown in FIG. At the time of intake control, first, in the target torque calculation process P100, the control device 37 calculates a target torque which is a target value of the torque generated by the engine 10 based on the accelerator opening degree, the vehicle speed and the like. Then, in the intake air target value calculation processing P110, the control device 37 sets the intake manifold control amount, ie, the intake manifold control pressure, the boost pressure, and the target values of the intake air flow rate (target intake manifold pressure, target boost pressure, Calculate the target intake flow rate). The intake manifold pressure represents the pressure of intake air in the surge tank 16.

  The target boost pressure when the engine 10 is operated in the natural intake region where the boost pressure is lower than the atmospheric pressure is set to the standard atmospheric pressure (1013.25 [hPa]) preset as the standard value of the atmospheric pressure. . Further, the target intake manifold pressure and the target boost pressure when the engine 10 is operated in the boost region where the boost pressure exceeds the atmospheric pressure are set to the same value. Then, in the throttle drive control P120, the controller 37 obtains the opening degree of the throttle valves 22A and 22B necessary for achieving the target intake manifold pressure, and performs drive control of the throttle valves 22A and 22B so as to be the opening degree.

  On the other hand, in the target current calculation process P130, the controller 37 calculates the drive current of the DC motor 35 necessary for achieving the target boost pressure as the value of the target current. At the time of calculating the target current, the feedforward of the target current to the target current is firstly carried out with reference to an operation map storing the relationship between the target boost pressure and the driving current necessary for achieving the target. The term is required. Subsequently, the feedback term of the target current is determined from the difference between the target boost pressure and the boost pressure, and the sum of the feedback term added to the feedforward term is calculated as the value of the target current.

  Further, in the target opening degree calculation process P140, the control device 37 calculates the opening degree of the waste gate valves 30A and 30B for realizing the target boost pressure as the target opening degree. The control device 37 stores a map storing the relationship between the supercharging pressure and the opening degree of the waste gate valves 30A and 30B for achieving the supercharging pressure and the supercharging pressure previously obtained by experiments, etc. Is done with reference to this map.

  Further, the control device 37 calculates a minute vibration control current in a minute vibration control P150 described later. Then, in the waste gate valve (WGV) drive control P160, the controller 37 causes the drive current to flow to the DC motor 35 of both exhaust turbine type superchargers 12A and 12B as the sum of the target current and the minute vibration control current. Control to be

  FIG. 4 shows a flowchart of a micro-vibration control routine executed by the controller 37 in the micro-vibration control P150. Note that the processing of this routine is repeatedly performed at predetermined control cycles.

  When the process of this routine is started, first, in step S200, it is determined whether or not the supercharging pressure control is in progress. The supercharging pressure control is control of the waste gate valves 30A and 30B for the purpose of controlling the supercharging pressure, and when the engine 10 is operated in the supercharging region, higher priority than the supercharging pressure control is given. This is carried out on the condition that execution of control of the waste gate valves 30A, 30B for the purpose of catalyst rapid warm-up, failure diagnosis, etc. is not required. Here, if the supercharging pressure control is being performed (YES), the process proceeds to step S210. If the supercharging pressure control is not being performed (NO), the process proceeds to step S250.

  When the process proceeds to step S250, "0" is set as the value of the micro-vibration control current in step S250, and the process of the current routine is ended. That is, in this case, the value of the target current calculated in the target current calculation process P130 is the value of the drive current supplied to the direct current motor 35 as it is.

  When the process proceeds to step S210, in step S210, it is determined whether the supercharging pressure is equal to or greater than a predetermined determination value α. Then, if the supercharging pressure is greater than or equal to the determination value α (YES), the process proceeds to step S220, and if the supercharging pressure is less than the determination value α (NO), the process proceeds to step S250 described above.

  When the process proceeds to step S220, in step S220, it is determined whether the target intake flow rate is equal to or greater than a predetermined determination value β. Then, if the target intake flow rate is greater than or equal to the determination value β (YES), the process proceeds to step S230, and if the target intake flow rate is less than the determination value β (NO), the process proceeds to step S250 described above.

  When the process proceeds to step S230, in step S230, it is determined whether the absolute value of the change rate of the target opening is equal to or greater than a predetermined determination value γ. Then, if the change speed of the target opening is less than the determination value γ (NO), the process proceeds to step S250 described above, and if the change speed is equal to or more than the determination value γ (YES) the process proceeds to step S240. It is advanced. When the process proceeds to step S240, the minute vibration control current generation process is performed in step S240, and the process of the current routine is ended. In the micro-vibration control current generation process, the micro-vibration control current is generated in the following manner.

  As shown in FIG. 5, in the minute vibration control process, a minute vibration control current is generated so as to draw a pulse waveform having a predetermined amplitude ε and a predetermined period Ta, with the amplitude center being 0, and have a transition value. Therefore, the value of the drive current supplied to the DC motor 35 when the process proceeds to step S240 in the minute vibration control routine is a value that causes minute vibration around the value of the target current calculated in the target current calculation process P130. The amplitude ε of the micro-vibration control current and the period Ta flow the micro-vibration control current as a drive current to the DC motor 35 of the waste gate valves 30A and 30B whose friction is the upper limit value of the manufacturing tolerance. In such a case, it is set to generate a minute vibration of the WGV opening.

In such a small vibration control P150, the supercharging pressure is the determination value α or more, and the target intake flow rate is the determination value β or more (S210: YES, S220: YES), and the change speed of the target opening degree is the determination value γ or more The minute vibration control current generation process (S240) is performed on condition that the condition is (S230: YES). If the supercharging pressure overshoots the target supercharging pressure in the high supercharging region, the supercharging pressure may become excessive and the turbine wheels 28A, 28B may over-turn. Therefore, in the high supercharging region, it is necessary to perform supercharging pressure control so that supercharging pressure does not overshoot the target supercharging pressure. On the other hand, the fact that the supercharging pressure is higher than the judgment value α and the target intake flow rate is higher than the judgment value β means that the engine 10 can not allow overshoot of the supercharging pressure in supercharging pressure control. It represents that it is being driven. On the other hand, when changing the WGV opening, the value of the target opening also changes, so that the change speed of the target opening is equal to or greater than the determination value γ means that the change of the WGV opening is required. It represents.
(Operation and effect of the present embodiment)
The operation and effects of the present embodiment will be described.

  When changing the opening degree of the waste gate valves 30A and 30B, the friction of the sliding parts of the valves 30A and 30B and the drive mechanism thereof acts as a drag. There are individual differences in the magnitude of such friction due to manufacturing tolerances, and the difference may cause variations in the response of the opening control. In the present embodiment, in order to suppress the variation in the response of the opening control due to the individual difference of the friction, the minute vibration control P150 is performed.

  FIG. 6 shows an embodiment of supercharging pressure control at the time of acceleration when opening control of the waste gate valves 30A and 30B is performed without performing the micro-vibration control P150. In this case, the value of the target current calculated in the target current calculation process P130 is always set as the value of the drive current supplied to the DC motor 35 as it is. In the figure, the transition of the supercharging pressure and the WGV opening is a solid line when the friction of the waste gate valves 30A and 30B installed in the exhaust turbine turbochargers 12A and 12B is the median value of the manufacturing tolerance. The transition of the supercharging pressure and the WGV opening in the case of the upper limit value of the manufacturing tolerance is indicated by an alternate long and short dash line.

  In the figure, the WGV opening is held at the fully closed position during the period until time t1 when the difference between the supercharging pressure and the target supercharging pressure becomes equal to or less than a fixed value, and the supercharging pressure is the target supercharging pressure from time t1. Until reaching the above, the opening control of the waste gate valves 30A, 30B is performed so as to gradually increase the WGV opening according to the increase of the supercharging pressure. When starting the change of the WGV opening, friction (static friction) of the waste gate valves 30A and 30B acts as a drag. Therefore, the larger the friction, the longer the delay time from the time t1 when the opening degree change command is issued to when the WGV opening degree actually starts to change. When such a delay time is long, there is a possibility that the supercharging pressure may overshoot the target supercharging pressure, as in the case of an individual whose friction indicated by an alternate long and short dash line in the same figure is the upper limit value of manufacturing tolerance. As described above, when the minute vibration control P150 is not performed, there is a possibility that the response of the opening control may vary due to the individual difference in the friction of the waste gate valves 30A and 30B. And since the variation in responsiveness causes overshoot and undershoot of the supercharging pressure, the controllability of the opening control is deteriorated.

  FIG. 7 shows an embodiment of supercharging pressure control at the time of acceleration in the case of the present embodiment. Also in the case of the figure, the WGV opening is kept at the fully closed position during the period until time t1 when the difference between the supercharging pressure and the target supercharging pressure becomes equal to or less than a fixed value. Until reaching the feed pressure, the opening control of the waste gate valves 30A and 30B is performed so as to gradually increase the WGV opening according to the increase of the supercharging pressure. Here, it is assumed that the supercharging pressure exceeds the determination value α and the target intake flow rate exceeds the determination value β at time t1.

  In such a case, when a change in the WGV opening is required at time t1, the minute vibration control current generation process is performed, and the value of the drive current supplied to the DC motor 35 is the target current calculated in the target current calculation process P130. It becomes a value that vibrates slightly around the value. Here, if the amplitude of the minute vibration of the drive current at this time is set to a sufficiently large value, the WGV opening also minutely vibrates according to the minute vibration of the drive current regardless of the magnitude of the friction. . The minute vibration of the WGV opening continues at time t2 until the supercharging pressure rises to the vicinity of the target supercharging pressure and the change speed of the target opening becomes less than the determination value γ. That is, micro-vibration control is performed to micro-oscillate the WGV opening during a period in which a change of the WGV opening is required from time t1 to time t2.

  In addition, once the change of the WGV opening degree starts, the friction of the waste gate valves 30A and 30B becomes small due to the transition from static friction to dynamic friction, and the width of variation due to the individual difference of the friction also becomes small. Therefore, if micro-vibration control is performed at time t1 when the change of the WGV opening is started, the variation in the responsiveness of the opening control due to the individual difference of the friction can be suppressed.

In addition, since implementation of micro-vibration control puts a heavy load on the actuator 34, implementation for the long time or high frequency may cause the durability of the actuator 34 to be deteriorated. On the other hand, in the present embodiment, in the high supercharging region where the variation in the response of the opening control is particularly problematic, the minute vibration control is performed only when the change of the WGV opening is required. ing.
According to the control device of the waste gate valve of the present embodiment described above, the following effects can be achieved.

  (1) In the present embodiment, when starting to change the opening degree of the waste gate valves 30A and 30B, micro-vibration control is performed to micro-oscillate the WGV opening degree. Therefore, the deterioration of the controllability of the opening control due to the individual difference of the friction can be suppressed.

  (2) When the response of the opening control of both waste gate valves 30A and 30B varies due to individual differences in friction, a shift in the WGV opening between banks will occur. As a result, the internal EGR amount due to the difference in back pressure between the banks or the variation in the residual gas amount in the cylinder may occur, which may deteriorate the combustion. In that respect, in the present embodiment, it is possible to suppress the deviation of the WGV opening between the banks, which causes the deterioration of the combustion, by suppressing the dispersion of the responsiveness of the opening control due to the individual difference of the friction.

  (3) In the present embodiment, the minute vibration control is performed only in the high supercharging region where the variation in the response of the opening control becomes a problem because the overshoot of the supercharging pressure causes the excessive rotation of the turbine wheels 28A, 28B. To carry out. Further, in the present embodiment, the micro-vibration control is performed only when the change of the WGV opening is required. Therefore, the decrease in durability of the actuator 34 due to an increase in load accompanying the implementation of the micro-vibration control can be suppressed.

  The present embodiment can be modified as follows. The present embodiment and the following modifications can be implemented in combination with one another as long as there is no technical contradiction.

  In the above embodiment, the determination as to whether or not the engine is in the high supercharging region is performed based on the supercharging pressure and the target intake air flow rate, but the same determination may be performed based on any one of them. It is also good. Alternatively, the determination may be made based on the detection values of the air flow meters 20A and 20B instead of the target intake flow rate.

In the above embodiment, whether or not the change of the WGV opening is required is determined based on the change speed of the target opening, but the same determination is performed based on the difference between the target opening and the WGV opening. You may do so.
In the above embodiment, the minute vibration control is performed only in the high supercharging region, but the minute vibration control may be performed in other operation ranges as well.

  In the above embodiment, the micro-vibration control is performed while the change of the WGV opening is required, but the micro-vibration control is performed so as to include at least the start of the opening change of the waste gate valves 30A and 30B. If implemented, it is possible to suppress deterioration in controllability of the opening control due to individual differences in friction.

  In the embodiment described above, the actuator 34 of the waste gate valves 30A and 30B employs an electric actuator that generates a driving force in response to energization of the DC motor 35. As long as the actuator can control the driving force so as to minutely vibrate the WGV opening, an actuator of another type such as a vacuum diaphragm type may be adopted instead.

  DESCRIPTION OF SYMBOLS 10 ... Engine, 11A ... 1st bank, 11B ... 2nd bank, 12A, 12B ... Exhaust turbine type supercharger, 14A, 14B ... Turbine, 28A, 28B ... Turbine wheel, 29A, 29B ... Exhaust bypass passage, 30A, 30B: waste gate valve, 33: rod, 34: actuator, 35: direct current motor, 36: opening degree sensor, 37: control device.

Claims (1)

In a waste gate valve control device for controlling the opening degree of a waste gate valve installed in an exhaust bypass passage for flowing exhaust by bypassing a turbine wheel in an exhaust turbine-type turbocharger,
A control device for a waste gate valve that performs micro-vibration control that minutely vibrates the opening degree of the waste gate valve when starting the opening degree change of the waste gate valve.