JP2764742B2 - Control device for engine with turbocharged turbocharger - Google Patents
Control device for engine with turbocharged turbochargerInfo
- Publication number
- JP2764742B2 JP2764742B2 JP1164709A JP16470989A JP2764742B2 JP 2764742 B2 JP2764742 B2 JP 2764742B2 JP 1164709 A JP1164709 A JP 1164709A JP 16470989 A JP16470989 A JP 16470989A JP 2764742 B2 JP2764742 B2 JP 2764742B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- intake valve
- opening
- closing timing
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は、排気ターボ式過給機付エンジンの制御装置
に関する。Description: TECHNICAL FIELD The present invention relates to a control device for an exhaust turbocharged engine.
（従来技術） 吸気弁の開弁期間を所定の期間に維持しつつ吸気弁の
開閉時期を早めあるいは遅くする吸気弁開閉時期変更手
段は知られている。また、充分な吸気量を確保するため
にエンジン回転数と負荷に応じて前記吸気弁開閉時期変
更手段を制御して吸気弁開閉時期を適宜変更する手段を
備えたエンジンの制御装置も知られており、例えば、米
国特許第3,015,934号には、吸気弁の開弁期間を所定の
期間に維持しつつ吸気弁の開閉時期を早めあるいは遅く
する吸気弁開閉時期変更手段を備えた排気ターボ式過給
機付エンジンの制御装置が開示されている。(Prior Art) There is known an intake valve opening / closing timing changing unit that advances or delays the opening / closing timing of the intake valve while maintaining the opening period of the intake valve at a predetermined period. Further, there is also known an engine control device including means for controlling the intake valve opening / closing timing changing means in accordance with the engine speed and load in order to secure a sufficient intake air amount and appropriately changing the intake valve opening / closing timing. For example, U.S. Pat.No. 3,015,934 discloses an exhaust turbocharged turbocharger provided with intake valve opening / closing timing changing means for advancing or delaying the opening / closing timing of an intake valve while maintaining the opening period of the intake valve at a predetermined period. A control device for an engine with an engine is disclosed.
従来、上述のごとき吸気弁開閉時期変更手段を備えた
排気ターボ式過給機付エンジンの制御装置は、排気ター
ボ式過給機の低回転領域における過給圧の不足を補い充
分な吸気量を得るために、低回転高負荷領域において吸
気弁開閉時期を早めるように構成されていた。Conventionally, a control device for an engine with an exhaust turbo supercharger provided with the intake valve opening / closing timing changing means as described above compensates for a lack of supercharging pressure in a low rotation region of the exhaust turbo supercharger and provides a sufficient intake air amount. In order to achieve this, the intake valve opening / closing timing is configured to be advanced in a low-rotation high-load region.
（発明が解決しようとする課題） しかし、排気ターボ式過給機付エンジンにおいて低回
転領域で吸気弁開閉時期を早めると、排気ターボ式過給
機の低回転領域における過給圧の不足を補い充分な吸気
量を得ることはできるが、圧縮比が高くなってノッキン
グを生じ易くなるという問題があった。(Problems to be Solved by the Invention) However, if the intake valve opening / closing timing is advanced in the low rotation region in the exhaust turbocharged engine, the shortage of the supercharging pressure in the low rotation region of the exhaust turbocharger is compensated. Although a sufficient amount of intake air can be obtained, there is a problem that knocking is likely to occur due to a high compression ratio.
したがって、本発明は、排気ターボ式過給機付エンジ
ンにおいて、低回転領域における排気ターボ式過給機の
過給圧の不足を補い充分な吸気量を確保しつつ、ノッキ
ングを防止できるエンジンの制御装置を提供することを
目的とする。Therefore, the present invention provides an engine with an turbocharged turbocharged engine that can prevent knocking while ensuring a sufficient intake air amount by compensating for the lack of supercharging pressure of the turbocharged turbocharger in a low rotation range. It is intended to provide a device.
（課題を解決するための手段） 上記課題を解決するため、本発明にあっては、吸気弁
の開弁期間を所定の期間に維持しつつ吸気弁の開閉時期
を早めあるいは遅くする吸気弁開閉時期変更手段と、排
気ターボ式過給機のインターセプト回転数以下のエンジ
ンの低回転領域で、エンジン回転数の上昇に伴い吸気弁
の開閉時期が徐々に遅くなるように前記吸気弁開閉時期
変更手段を制御する制御手段とを備えている排気ターボ
式過給機付エンジンの制御装置を提供する。(Means for Solving the Problems) In order to solve the above problems, according to the present invention, an intake valve opening / closing operation in which the opening / closing timing of the intake valve is advanced or delayed while the opening period of the intake valve is maintained at a predetermined period. A timing changing means, and the intake valve opening / closing timing changing means such that the opening / closing timing of the intake valve is gradually delayed as the engine speed increases in a low rotation range of the engine at or below the intercept speed of the exhaust turbocharger. And a control unit for controlling the exhaust gas turbocharger engine.
本発明の好ましい実施態様にあっては、前記制御装置
は、更に、排気ターボ式過給機のインターセプト回転数
以下のエンジンの低回転領域で、エンジン回転数の上昇
に伴い設定最高過給圧を徐々に高める手段を備えてい
る。In a preferred embodiment of the present invention, the control device further increases the set maximum supercharging pressure with an increase in the engine speed in a low speed region of the engine that is equal to or lower than the intercept speed of the exhaust turbocharger. There is a means to gradually increase.
（作用） 本発明においては、排気ターボ式過給機のインターセ
プト回転数以下のエンジンの低回転領域で、エンジン回
転数の上昇に伴い吸気弁の開閉時期が徐々に遅くなるよ
うに前記吸気弁開閉時期変更手段が制御されるので、 低回転領域のなかでも特に回転数が低く排気ターボ式
過給機の過給圧が低い領域で吸気弁の閉弁時期が早こと
により充分な吸気量を確保できる。一方、排気ターボ式
過給機にあってはインターセプト回転数以下のエンジン
の低回転領域では吸気圧のほうが排気圧よりも高いこと
と、吸気弁の開弁時期が早いことにより、吸気による排
気の掃気が充分に行われて気筒の温度が下がるので、ノ
ッキングを防止できる。(Operation) In the present invention, the opening and closing of the intake valve is controlled so that the opening and closing timing of the intake valve is gradually delayed as the engine speed increases in the low rotation range of the engine that is equal to or lower than the intercept rotation speed of the exhaust turbocharger. Since the timing change means is controlled, a sufficient intake air volume is secured by the early closing timing of the intake valve especially in the low rotation speed region where the supercharging pressure of the exhaust turbocharger is low even in the low rotation region. it can. On the other hand, in an exhaust turbocharger, the intake pressure is higher than the exhaust pressure in the low rotation range of the engine below the intercept speed, and the opening timing of the intake valve is earlier. Since scavenging is sufficiently performed to lower the temperature of the cylinder, knocking can be prevented.
エンジン回転数の上昇に伴い排気圧が上昇し過給圧が
高くなるので、エンジン回転数の上昇に伴って吸気弁の
閉弁時期が徐々に遅くなっても、必要な吸気量を確保で
きる。Since the exhaust pressure increases and the supercharging pressure increases with an increase in the engine speed, the required intake air amount can be ensured even if the closing timing of the intake valve gradually decreases with an increase in the engine speed.
一方、吸気弁の閉弁時期が遅くなることにより、圧縮
比が小さくなるので、気筒内の燃焼用ガスの温度上昇を
抑制でき、ノッキングを防止できる。On the other hand, since the compression ratio is reduced by delaying the closing timing of the intake valve, the temperature rise of the combustion gas in the cylinder can be suppressed, and knocking can be prevented.
本発明の好ましい実施態様にあっては、前記制御装置
は、更に、排気ターボ式過給機のインターセプト回転数
以下のエンジンの低回転領域で、エンジン回転数の上昇
に伴い設定最高過給圧を徐々に高める手段を備えている
ので、過給圧が過度に高くなる事態が確実に防止され、
ノッキングが確実に防止される。In a preferred embodiment of the present invention, the control device further increases the set maximum supercharging pressure with an increase in the engine speed in a low speed region of the engine that is equal to or lower than the intercept speed of the exhaust turbocharger. With the means to increase gradually, the situation where the boost pressure becomes excessively high is reliably prevented,
Knocking is reliably prevented.
（実施例） 以下、添付の図面に基づいて本発明の実施例を説明す
る。(Example) Hereinafter, an example of the present invention is described based on an accompanying drawing.
第１図は本発明の実施例に係る制御装置を備えた排気
ターボ式過給機付４気筒エンジンの給排気系の全体構成
を示す。FIG. 1 shows an overall configuration of a supply / exhaust system of a four-cylinder engine equipped with an exhaust turbocharger provided with a control device according to an embodiment of the present invention.
第１図において、本実施例に係る４気筒エンジンＡの
第１気筒1a〜第４気筒1dの吸気ポートから延びる独立吸
気通路2a〜2dは集合吸気通路３に接続され、集合吸気通
路３はスロットルバルブ４、インタークーラー５を経由
して排気ターボ式過給機Ｂのコンプレッサ６に連通し、
コンプレッサ６の上流部はエアフローメータ７、エアク
リーナ８を介して図示しない吸気開口部に連通してい
る。In FIG. 1, the independent intake passages 2a to 2d extending from the intake ports of the first to fourth cylinders 1a to 1d of the four-cylinder engine A according to the present embodiment are connected to a collective intake passage 3, and the collective intake passage 3 is a throttle. It communicates with the compressor 6 of the turbocharger B via the valve 4 and the intercooler 5,
The upstream portion of the compressor 6 communicates with an intake opening (not shown) via an air flow meter 7 and an air cleaner 8.
第１気筒1a〜第４気1dの排気ポートはそれぞれ対応す
る独立排気通路8a〜8dを介して集合排気通路９に接続
し、集合排気通路９の排気下流部は排気ターボ式過給機
Ｂのタービン10を経由して排気通路11に連通している。
集合排気通路９のタービン10よりも上流域と排気通路11
は排気バイパス通路であるウエストゲート12を介して連
通し、ウエストゲート12の集合排気通路９側の開口部に
はウエストゲート12を開閉するウエストゲートバルブ13
が配設されている。ウエストゲートバルブ13はロッド14
を介してウエストゲートバルブ駆動用アクチュエータ15
により開閉駆動される。The exhaust ports of the first cylinder 1a to the fourth cylinder 1d are connected to the collective exhaust passage 9 via the respective independent exhaust passages 8a to 8d, and the exhaust downstream of the collective exhaust passage 9 is connected to the exhaust turbocharger B. It communicates with an exhaust passage 11 via a turbine 10.
The area upstream of the turbine 10 in the collective exhaust passage 9 and the exhaust passage 11
Is connected through a wastegate 12 which is an exhaust bypass passage, and a wastegate valve 13 for opening and closing the wastegate 12 is provided at an opening of the wastegate 12 on the side of the collective exhaust passage 9.
Are arranged. Wastegate valve 13 is rod 14
Through the wastegate valve drive actuator 15
Is driven to open and close.
ウエストゲートバルブ駆動用アクチュエータ15は、大
径円筒部15aと、大径円筒部15aと同心の小径円筒部15b
とから成る。大径円筒部15aと小径円筒部15bにはそれぞ
れダイヤフラム16a、16bが配設されて室15a1、15a2、15
b1、15b2が画成され、室15a1にはダイヤフラム16aを室1
5a2側に付勢するためのスプリング17が配設され、また
室15a1、15b2は大気開放されている。ロッド14はウエス
トゲートバルブ13とダイヤフラム16a、16bとに固着さ
れ、室15a1の大気開放用開口及び室15a2と室15b1の境界
壁に設けた開口を貫通している。室15a2と室15b1の境界
壁に設けた開口とロッド14との間にはシールが配設さ
れ、前記境界壁の気密性が担保されている。大径円筒部
15aの室15a2は連通路18を介してコンプレッサ６の直近
下流の吸気通路に連通しており、小径円筒部15bの室15b
1は連通路19、三方ソレノイド20、連通路21を介して連
通路18に連通している。The wastegate valve driving actuator 15 includes a large-diameter cylindrical portion 15a and a small-diameter cylindrical portion 15b concentric with the large-diameter cylindrical portion 15a.
Consisting of Large-diameter cylindrical portion 15a and each of the small-diameter cylindrical portion 15b diaphragm 16a, 16b and is disposed chambers 15a 1, 15a 2, 15
b 1 and 15b 2 are defined, and a diaphragm 16a is provided in the chamber 15a 1 in the chamber 1.
Spring 17 for biasing the 5a 2 side is disposed, also chambers 15a 1, 15b 2 is open to the atmosphere. Rod 14 extends through the waste gate valve 13 and the diaphragm 16a, is secured to and 16b, and an opening provided in the air release opening and the chamber 15a 2 and the chamber 15b 1 of the boundary wall of the chamber 15a 1. Seal between the opening and the rod 14 which is provided in the boundary wall of the chamber 15a 2 and the chamber 15b 1 is disposed, airtightness of the boundary wall is secured. Large diameter cylinder
The chamber 15a 2 of 15a communicates with the intake passage immediately downstream of the compressor 6 via the communication path 18, and the chamber 15b of the small-diameter cylindrical portion 15b
1 communicates with the communication path 18 via the communication path 19, the three-way solenoid 20, and the communication path 21.
三方ソレノイド20は、連通路19を大気開放し、連通路
21を閉鎖する第１作動位置と、連通路19を連通路21に連
通させ、且つ連通路21の閉鎖を解除する第２作動位置と
を取りうるように構成されている。The three-way solenoid 20 opens the communication passage 19 to the atmosphere,
It is configured to be able to take a first operating position for closing the communication path 21 and a second operating position for releasing the closing of the communication path 21 by connecting the communication path 19 to the communication path 21.
30は吸気弁開閉時期制御装置である。吸気弁開閉時期
制御装置30は、吸気バルブを開閉駆動するカム軸31とカ
ム軸31に組み込まれた略Ｈ形の軸方向断面を有するスリ
ーブ30aとコントロールユニットによって制御される駆
動レバー30bとから成る。カム軸31は、バルブ開閉駆動
用カムに連結された部分31aと図示しないベルトをかい
して図示しないクランク軸によって回転駆動されるプー
リー32に連結された部分31bとに二分され、部分31a、31
bの対峙する端部には互いに反対方向に巻いたヘリカル
スプライン33a、33bがそれぞれ形成されており、前記ス
リーブ30aの二つのフランジ30a1、30a2の内縁がそれぞ
れヘリカルスプライン33a、33bにスプライン嵌合してい
る。Reference numeral 30 denotes an intake valve opening / closing timing control device. The intake valve opening / closing timing control device 30 includes a camshaft 31 for opening and closing the intake valve, a sleeve 30a having a substantially H-shaped axial section incorporated in the camshaft 31, and a drive lever 30b controlled by a control unit. . The camshaft 31 is divided into a portion 31a connected to the valve opening / closing drive cam and a portion 31b connected to a pulley 32 that is rotationally driven by a crankshaft (not shown) through a belt (not shown).
b of opposed to the helical spline 33a at an end portion wound in opposite directions, 33b are formed respectively, two flanges 30a 1, 30a 2 of the inner edge, each helical spline 33a of the sleeve 30a, splined to 33b I agree.
三方ソレノイド20と吸気弁開閉時期制御手段30はコン
トロールユニットによって制御される。コントロールユ
ニットは制御プログラムを格納したメモリーと入出力イ
ンターフェースとCPUとから成る。コントロールユニッ
トには、図示しないエンジン回転数センサからのエンジ
ン回転数信号が入力され、またコントロールユニットか
らは三方ソレノイド23と吸気弁開閉時期制御手段30の駆
動レバー30bとに制御信号が出力される。The three-way solenoid 20 and the intake valve opening / closing timing control means 30 are controlled by a control unit. The control unit includes a memory storing a control program, an input / output interface, and a CPU. An engine speed signal from an engine speed sensor (not shown) is input to the control unit, and a control signal is output from the control unit to the three-way solenoid 23 and the drive lever 30b of the intake valve opening / closing timing control means 30.
係る構成を有する本実施例に係るエンジンＡの作動を
以下に説明する。The operation of the engine A according to this embodiment having such a configuration will be described below.
エンジン回転数が所定値N0未満の低回転数領域では、
吸気弁の開閉タイミングが第２図に実線で示すタイミン
グ、すなわち早期に吸気弁が開閉するタイミングとなる
ように、カム軸31aと31bの相対位相角、すなわちカム軸
31aと図示しないクランク軸の相対位相角がスリーブ30
によって規制されている。このため、過給圧は第３図の
線Ｉに沿って上昇し、エンジンのトルクは第３図の線ａ
に沿って上昇する。過給圧の不足は吸気弁の閉弁時期が
早いことにより相殺され、充分な吸気量が確保される。
一方、第２図に示すように排気弁と吸気弁の重複開弁期
間が長いので、吸気による掃気効果が大きく、気筒が冷
却されてノッキングが防止される。Engine speed is in the low speed range lower than a predetermined value N 0 is
The relative phase angle between the camshafts 31a and 31b, that is, the camshaft, is set so that the opening / closing timing of the intake valve is the timing shown by the solid line in FIG.
The relative phase angle between the crankshaft (not shown) and 31a
Regulated by For this reason, the supercharging pressure rises along the line I in FIG. 3, and the torque of the engine increases in line a in FIG.
Rise along. The shortage of the supercharging pressure is offset by the earlier closing timing of the intake valve, and a sufficient intake amount is secured.
On the other hand, as shown in FIG. 2, since the overlap opening period of the exhaust valve and the intake valve is long, the scavenging effect by the intake air is large, and the cylinder is cooled to prevent knocking.
エンジン回転数がN0から排気式ターボ過給機のインタ
ーセプト回転数N1、すなわち、スロットル弁４全開の全
負荷状態で過給圧が設定最高値になり、ウエストゲート
バルブ13が開き始める回転数まで上昇するにつれ、コン
トロールユニットはエンジン回転数信号に基づき予め設
定された制御プログラムに従って駆動レバー30bに制御
信号を送り、スリーブ30を徐々に軸方向に移動させる。
これによりスリーブ30のフランジ30a1、30a2の内縁とス
プライン嵌合したカム軸31aと31bは、ヘリカルスプライ
ン33aと33bが逆方向に巻いているために徐々に相対回転
を生じ、その結果、カム軸31aと31bの相対位相角、すな
わちカム軸31aと図示しないクランク軸の相対位相角が
徐々に変化し、吸気弁の開閉タイミングが第２図に破線
で示すタイミング、すなわち吸気弁が遅く開閉するタイ
ミングに徐々に平行移動する。吸気弁が徐々に遅閉じに
移行して吸気量が減少することにより、エンジン回転数
の増加に伴う過給圧の増加率が減少し、N0〜N1のエンジ
ン回転領域では過給圧はエンジン回転数の増加に伴って
第３図の線IIに沿って上昇する。吸気弁が徐々に遅閉じ
に移行することによる吸気量の減少は過給圧が徐々に上
昇することにより相殺され、充分な吸気量が確保される
のでエンジントルクは減少することなく、エンジン回転
数の増加に伴って第３図の線ｂに沿って略一定値を維持
する。一方、吸気弁の閉弁時期が徐々に遅くなるので、
圧縮比が徐々に小さくなり、気筒内燃焼用ガスの温度上
昇が抑制されてノッキングが防止される。From the engine speed N 0 to the intercept speed N 1 of the exhaust type turbocharger, that is, the speed at which the boost pressure reaches the set maximum value in the full load state with the throttle valve 4 fully opened, and the waste gate valve 13 starts to open. As it rises, the control unit sends a control signal to the drive lever 30b according to a preset control program based on the engine speed signal, and moves the sleeve 30 gradually in the axial direction.
As a result, the cam shafts 31a and 31b spline-fitted to the inner edges of the flanges 30a 1 and 30a 2 of the sleeve 30 gradually rotate relative to each other because the helical splines 33a and 33b are wound in opposite directions, and as a result, the cam The relative phase angle between the shafts 31a and 31b, that is, the relative phase angle between the camshaft 31a and the crankshaft (not shown) gradually changes, and the opening / closing timing of the intake valve is the timing shown by the broken line in FIG. 2, that is, the intake valve opens / closes late. Moves gradually in parallel with the timing. By the intake valve is shifted to the intake air quantity is decreased gradually later closing, increase rate of the supercharging pressure decreases with increasing engine speed, the boost pressure in the engine rotation region of N 0 to N 1 It rises along line II in FIG. 3 as the engine speed increases. The decrease in the intake air amount due to the gradual closing of the intake valve is offset by the gradual increase of the supercharging pressure, and the sufficient intake air amount is secured, so the engine torque does not decrease and the engine speed is reduced. Maintain a substantially constant value along the line b in FIG. On the other hand, the closing timing of the intake valve gradually becomes late,
The compression ratio gradually decreases, the temperature rise of the in-cylinder combustion gas is suppressed, and knocking is prevented.
エンジン回転数がインターセプト回転数N1に達した時
点で吸気弁の開閉時期は第２図で破線で示す遅く開閉す
るタイミングに移行完了し、以後コントロールユニット
はエンジン回転数が上昇しても前記タイミングを維持す
る。一方、エンジン回転数がインターセプト回転数N1に
達した時点で、連通路18を介して室15a2に導入された吸
気圧がダイヤフラム16aを押す力がスプリング17の付勢
力に打ち勝ち、ウエストゲート13が開いて排気をウエス
トゲート12を介して排気通路11に逃がす。このため、イ
ンターセプト回転数以上の回転領域では過給圧は予め設
定した最高過給圧Ｐに維持される。このように、インタ
ーセプト回転数以上のエンジン回転領域では吸気弁の閉
弁時期、過給圧共に一定に維持されるが、エンジン回転
数の上昇に伴い、吸気抵抗の増加によって吸気の流入遅
れが大きくなるので、徐々に吸気量が減少し、エンジン
トルクは第３図の線ｃに沿って徐々に減少する。この領
域では、吸気弁が遅閉じなので、圧縮比が小さく、ノッ
キングは防止されている。Closing timing of the intake valve when the engine speed reaches the intercept rotational speed N 1 migration completed the timing of opening and closing slow indicated by the broken line in FIG. 2, hereinafter the control unit the timing also the engine speed rises To maintain. On the other hand, when the engine speed reaches the intercept rotational speed N 1, the force suction pressure introduced into the chamber 15a 2 via the communication passage 18 pushes the diaphragm 16a overcomes the biasing force of the spring 17, Westgate 13 Opens to allow the exhaust to escape to the exhaust passage 11 via the waste gate 12. For this reason, the supercharging pressure is maintained at a preset maximum supercharging pressure P in a rotation region equal to or higher than the intercept rotation speed. As described above, in the engine rotation region equal to or higher than the intercept rotation speed, the closing timing of the intake valve and the supercharging pressure are both kept constant. However, as the engine rotation speed increases, the intake resistance delay increases due to an increase in intake resistance. Therefore, the intake air amount gradually decreases, and the engine torque gradually decreases along the line c in FIG. In this region, since the intake valve is slowly closed, the compression ratio is small, and knocking is prevented.
以上説明したごとく、本実施例に係るエンジンにあっ
ては、充分な過給圧が得られないインターセプト回転数
より低い回転数領域において、エンジン回転数の上昇に
伴って吸気弁の閉弁タイミングが早閉じから遅閉じに徐
々に移行するので、充分な吸気量を確保しつつ、ノッキ
ングの発生を防止することができる。As described above, in the engine according to the present embodiment, in the rotation speed region lower than the intercept rotation speed where a sufficient supercharging pressure cannot be obtained, the closing timing of the intake valve is increased with an increase in the engine rotation speed. Since the transition from the early closing to the late closing gradually occurs, knocking can be prevented from occurring while securing a sufficient intake air amount.
なお、上記の実施例では、過給機Ｂの最高過給圧は所
定値Ｐに固定していたが、エンジン回転数領域N0〜N1で
エンジン回転数の上昇に伴って、吸気弁の閉弁時期を徐
々に遅くすると共に、三方ソレノイド20を第１作動状態
から徐々に第２作動状態に移行させてもよい。三方ソレ
ノイド20が第１作動状態から徐々に第２作動状態に移行
するにつれ、連通路18、21、19を介して吸気圧が徐々に
アクチュエータ15の室15b1に導入され、ダイヤフラム16
bに加わる室15b2方向の付勢力が徐々に増加し、ひいて
は前記付勢力とスプリング17の付勢力との和であるウエ
ストゲートバルブ13を閉じようとする力が徐々に増加す
る。この結果、過給機の最高過給圧が第３図の線IIに沿
って初期値P0から最終値P1に徐々に増加する。すなわ
ち、エンジン回転数領域N0〜N1では、過給圧は必ず第３
図の線II以下の値に制御され、これにより、気筒内の燃
焼用ガスの圧力が適正値に維持されノッキングが確実に
防止される。In the above embodiment, although the maximum boost pressure of the turbocharger B was fixed to a predetermined value P, with an increase in engine speed by the engine speed regions N 0 to N 1, the intake valve The three-way solenoid 20 may be gradually shifted from the first operating state to the second operating state while gradually closing the valve closing timing. As the three-way solenoid 20 moves gradually second operating state from the first operating state, the intake pressure via the communication passage 18,21,19 is gradually introduced into the chamber 15b 1 of the actuator 15, the diaphragm 16
The urging force in the two directions of the chamber 15b applied to b gradually increases, and the force for closing the waste gate valve 13, which is the sum of the urging force and the urging force of the spring 17, gradually increases. As a result, the maximum boost pressure of the supercharger is gradually increased from an initial value P 0 to a final value P 1 along the line II of Figure 3. That is, in the engine speed range N 0 to N 1 , the supercharging pressure
The pressure is controlled to a value below the line II in the drawing, whereby the pressure of the combustion gas in the cylinder is maintained at an appropriate value, and knocking is reliably prevented.
以上本発明の実施例を説明したが、本発明は上記実施
例に限定されるものではなく、特許請求の範囲に記載し
た発明の範囲内で種々改変が可能であることは言うまで
もない。Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and it goes without saying that various modifications can be made within the scope of the invention described in the claims.
（発明の効果） 以上述べたように、本発明により、排気ターボ式過給
機付エンジンにおいて、低回転領域における排気ターボ
式過給機の過給圧の不足を補い充分な吸気量を確保しつ
つ、ノッキングを防止できるエンジンの制御装置が提供
される。(Effects of the Invention) As described above, according to the present invention, in the engine with the turbocharger of the exhaust gas type, it is possible to compensate for the shortage of the supercharging pressure of the turbocharger of the exhaust gas type in the low rotation region and to secure a sufficient intake air amount. Further, an engine control device that can prevent knocking is provided.
第１図は、本発明の実施例に係る制御装置を備えた排気
ターボ式過給機付４気筒エンジンの給排気系の全体構成
図である。 第２図は、吸気弁開閉時期制御装置による吸気弁の開閉
時期の変化を示す図である。 第３図は、エンジン回転数と吸気弁開閉時期、過給圧、
エンジントルクの相関関係を示す図である。 Ａ……エンジン、Ｂ……排気ターボ式過給機、６……コ
ンプレッサ、10……タービン、30……吸気弁開閉時期制
御装置。FIG. 1 is an overall configuration diagram of a supply / exhaust system of a four-cylinder engine with an exhaust turbocharger provided with a control device according to an embodiment of the present invention. FIG. 2 is a diagram showing a change in the opening / closing timing of the intake valve by the intake valve opening / closing timing control device. FIG. 3 shows the engine speed, intake valve opening / closing timing, supercharging pressure,
FIG. 4 is a diagram illustrating a correlation between engine torques. A: engine, B: exhaust turbocharger, 6: compressor, 10: turbine, 30: intake valve opening / closing timing control device.
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭64−80731（ＪＰ，Ａ) 特開 昭61−232335（ＪＰ，Ａ) 特開 昭61−187526（ＪＰ，Ａ) 特開 昭60−240828（ＪＰ，Ａ) 実開 昭59−49742（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.6，ＤＢ名) F02D 13/02 F02B 23/00 F02B 37/00 302 F02B 37/12 301──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-64-80731 (JP, A) JP-A-61-232335 (JP, A) JP-A-61-187526 (JP, A) 240828 (JP, A) Fully open sho 59-49742 (JP, U) (58) Fields investigated (Int. Cl. 6 , DB name) F02D 13/02 F02B 23/00 F02B 37/00 302 F02B 37/12 301
Claims (2)
つ吸気弁の開閉時期を早めあるいは遅くする吸気弁開閉
時期変更手段と、排気ターボ式過給機のインターセプト
回転数以下のエンジンの低回転領域で、エンジン回転数
の上昇に伴い吸気弁の開閉時期が徐々に遅くなるように
前記吸気弁開閉時期変更手段を制御する制御手段とを備
えていることを特徴とする排気ターボ式過給機付エンジ
ンの制御装置。1. An intake valve opening / closing timing changing means for advancing or delaying the opening / closing timing of an intake valve while maintaining an opening period of the intake valve at a predetermined period, and an engine having an intercept rotation speed equal to or less than an intercept speed of an exhaust turbocharger. Control means for controlling the intake valve opening / closing timing changing means so that the opening / closing timing of the intake valve is gradually delayed as the engine speed increases in the low rotation range. Control device for supercharged engine.
数以下のエンジンの低回転領域で、エンジン回転数の上
昇に伴い設定最高過給圧を徐々に高める手段を備えてい
ることを特徴とする請求項第（１）に記載の排気ターボ
式過給機付エンジンの制御装置。2. The engine according to claim 1, further comprising means for gradually increasing the set maximum supercharging pressure in accordance with an increase in the engine speed in a low engine speed region of the engine below the intercept speed of the exhaust turbocharger. The control device for an engine with a turbocharger according to claim (1).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1164709A JP2764742B2 (en) | 1989-06-27 | 1989-06-27 | Control device for engine with turbocharged turbocharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1164709A JP2764742B2 (en) | 1989-06-27 | 1989-06-27 | Control device for engine with turbocharged turbocharger |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0331533A JPH0331533A (en) | 1991-02-12 |
| JP2764742B2 true JP2764742B2 (en) | 1998-06-11 |
Family
ID=15798394
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1164709A Expired - Fee Related JP2764742B2 (en) | 1989-06-27 | 1989-06-27 | Control device for engine with turbocharged turbocharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2764742B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009007934A (en) * | 2007-06-26 | 2009-01-15 | Hitachi Ltd | Device and method for controlling internal combustion engine |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5531596B2 (en) * | 2009-12-11 | 2014-06-25 | マツダ株式会社 | Control device for supercharged engine |
-
1989
- 1989-06-27 JP JP1164709A patent/JP2764742B2/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009007934A (en) * | 2007-06-26 | 2009-01-15 | Hitachi Ltd | Device and method for controlling internal combustion engine |
| JP4512617B2 (en) * | 2007-06-26 | 2010-07-28 | 日立オートモティブシステムズ株式会社 | Control device and method for internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0331533A (en) | 1991-02-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4996966A (en) | Supercharged engine | |
| JPH0758050B2 (en) | Intake control device for exhaust turbocharged engine | |
| JP2764742B2 (en) | Control device for engine with turbocharged turbocharger | |
| JPH08177536A (en) | Valve timing control method and control device | |
| JPH10220256A (en) | Intake valve controller of internal combustion engine with turbosupercharger and method for controlling it | |
| JP3183560B2 (en) | Control device for supercharged engine | |
| JP2600128B2 (en) | Valve timing control device for supercharged internal combustion engine | |
| JPS61185628A (en) | Controlling method of variable valve timing engine | |
| JP2673427B2 (en) | Engine with turbocharger | |
| JPH02119641A (en) | Valve system of engine | |
| JP2568250B2 (en) | Engine valve timing controller | |
| JPH03202636A (en) | Engine with turbo-supercharger | |
| JP3165242B2 (en) | Intake control device for supercharged engine | |
| JPH0229849B2 (en) | ||
| JP2742815B2 (en) | Engine intake and exhaust timing control device | |
| JPH01104928A (en) | Intake device for engine | |
| JPH0238041Y2 (en) | ||
| JPS61207826A (en) | Engine equipped with exhaust turbosupercharger | |
| JPH02286823A (en) | Engine with variable valve timing of supercharge type | |
| JPH0364648A (en) | Control device of engine with turbo-supercharger | |
| JPH0415948Y2 (en) | ||
| JP3330189B2 (en) | Engine control device | |
| JPH0324841Y2 (en) | ||
| JPS6361496B2 (en) | ||
| JPS6030449Y2 (en) | Boost pressure control device for diesel engine with supercharger |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080403 Year of fee payment: 10 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090403 Year of fee payment: 11 |
|
| LAPS | Cancellation because of no payment of annual fees |