JP3739496B2 - Control device for supercharging switching of hybrid supercharged engine - Google Patents

Description

[0001]
[Industrial application fields]
The present invention relates to an engine equipped with a so-called hybrid supercharger that combines a turbocharger and a fixed-volume supercharger in the engine, particularly when switching from the former supercharger to the latter supercharger. The present invention relates to a control device that almost eliminates the impact force caused by the engine.
[0002]
[Prior art]
The hybrid turbocharger has been tried to be mounted on an engine in a manner that promotes the advantages of both the turbocharger and the fixed-volume supercharger and compensates for the disadvantages. That is, this will be explained with reference to FIG. 1. The turbocharger 2 rotates the turbine 2a using the exhaust gas of the engine 1 as driving energy, and drives the coaxial compressor 2b to increase the supply pressure to the engine. Therefore, as shown in FIG. 2B, when the engine speed is low, the available exhaust energy is small and the supply pressure does not increase, so the generated torque in the engine is small and finally as the engine increases from medium speed to high speed. Necessary torque can be generated. Further, when the vehicle is accelerated, there is a so-called turbo lag (delay) between the increase in engine speed and the increase in torque is small at low and medium speeds as shown in FIG. Therefore, the rotation of the turbine 2a and the compressor 2b necessary for acceleration and the sudden increase of the engine torque associated therewith cannot be obtained.
[0003]
On the other hand, the fixed-volume supercharger 3 rotates without a time delay in proportion to the rotational speed of the engine 1 by the power of the engine 1, and in particular, the Rishorum type that performs internal compression has high efficiency and a high supercharging pressure is obtained. Therefore, as shown in FIG. 2A, the generated torque in the engine is large as compared with the root type (A ′ in FIG. 2) having low efficiency without internal compression, and the engine speed is low. High torque can be obtained from time to time.
However, the fixed-volume turbocharger 3 absorbs about 10% of the power of the engine 1 and rotates, and therefore absorbs a considerable amount of power from medium speed to high speed, increasing the fuel consumption rate. Therefore, at a rotational speed equal to or higher than the predetermined rotational speed bb ′ shown in FIG. 2 that is mainly used by the vehicle, switching to the turbocharger 2 is used.
[0004]
As shown in FIG. 1, for example, an electromagnetic clutch 6 is provided between the drive shaft 4 and the drive pulley 5 of the fixed-volume supercharger 3 to switch between the fixed-volume supercharger 3 and the turbocharger 2. This is turned ON / OFF by a rotation switch at a predetermined rotational speed bb ′, and the fixed volume supercharger 3 is driven or stopped, and the fixed volume supercharger 3 is mainly rotated below the predetermined rotational speed. Above that, the supercharger 2 alone is used for supercharging.
By the way, when the engine speed increases from a low speed to a high speed, even if the electromagnetic clutch of the fixed volume turbocharger is disengaged, the engine generated torque due to the rotation of the fixed volume turbocharger only disappears. Since the feeder is continuously rotating, there is little fluctuation in the torque generated by the switching, switching can be performed smoothly, and there is almost no influence on the vehicle passenger.
[0005]
However, there has been a problem when the vehicle speeds up to, for example, an uphill road and the engine speed decreases to become equal to or less than the predetermined rotation speed bb ′. That is, at this time, the rotation switch is turned ON again and the electromagnetic clutch 6 is connected. With this connection, in the fixed-volume supercharger, particularly the Rishorum type, the high-speed rotation is reached almost instantaneously from the stop state. 6 and the fixed-volume supercharger 3 are not only given an impact force, but the impact force also causes the rotational speed of the engine 1 to be reduced instantaneously, so that the engine 1 as well as the power system clutch 7, the transmission 8, and the drive system shaft 9 This gives an impact force to the passengers and gives an unpleasant impact sound and deceleration shock to the passengers of the vehicle.
In order to relieve the impact force, it is conceivable that a small dry type or wet type clutch is used instead of the electromagnetic clutch 6 and that it is connected while being gradually slid. The operation is delayed and not only the meaning of using the fixed-volume supercharger is lost, but also heat is generated due to the slip and the clutch may be damaged.
[0006]
[Problems to be solved by the invention]
Therefore, the problem to be solved by the present invention is to control at the time of supercharging switching that can prevent the generation of the impact force in the hybrid supercharging engine, particularly when switching from a turbocharger to a fixed-volume supercharger. To provide an apparatus.
[0007]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, the present invention provides a supercharged engine switching control device for a hybrid supercharged engine, to a vehicular engine in which generated power is transmitted to a drive shaft via a power system clutch and a transmission. A fixed-volume turbocharger that is driven via a dedicated clutch and an exhaust turbocharger that is driven by the exhaust energy of the engine. In a hybrid turbocharged engine that uses a turbocharger and mainly switches an exhaust turbocharger on the high-speed side, when the engine speed decreases, the fuel adjustment mechanism is operated in the direction of decreasing fuel when the engine speed is below the specified engine speed. And a control mechanism for generating a signal for connecting the dedicated clutch in response to a signal for detecting the latter operation among the operations for disengaging the power system clutch. In the hybrid turbocharged engine, an accelerator switch that detects that the fuel adjustment mechanism is operated in the direction of fuel reduction, a clutch actuator that disconnects the power system clutch when the accelerator switch is turned on, and the power system clutch A clutch switch that detects that the clutch has been disconnected; and a control mechanism that generates a signal for operating the clutch actuator based on a signal from the accelerator switch and a signal for turning on a dedicated clutch based on the signal from the clutch switch. And the second invention.
[0008]
Embodiment
1 and 2, the embodiment of the present invention will be described. As described above, 1 is an engine, 2 is a turbocharger, 2a is its turbine, 2b is a compressor, 3 is a fixed-volume supercharger, 4 is a drive shaft of the supercharger, 5 is a drive pulley, 6 is an electromagnetic clutch, 7 is a power system clutch, 8 is a transmission, and 9 is a drive system shaft.
The turbocharger 2 includes a turbine 2 a that is rotated by the exhaust Ex of the engine 1 and a compressor 2 b that is rotated by the turbine 2 a and supplies air to the engine 1.
The fixed-volume supercharger 3 rotates a drive pulley 5 attached to the drive shaft 4 from the crank pulley 10 of the engine 1 via the belt 11 and rotates, and a dedicated clutch disposed on the drive shaft 4, such as an electromagnetic clutch. 6 is configured to rotate at high speed. The fixed-volume supercharger 3 is provided with a suction port 12 and a discharge port 13, and the both ports 12 and 13 are connected by a bypass pipe 15 provided with a check valve 14. Is connected to the inlet of the compressor 2b of the turbocharger 2 by a pipe 16.
[0009]
In this example, the tip of the release fork 17 of the power system clutch 7 is connected to the tip of a clutch pedal 20 supported by a shaft 19 via a rod or wire 18. In the meantime, for example, a clutch actuator 21 that cuts the power system clutch 7 may be connected to the release fork 17. Reference numeral 22 denotes a clutch switch that is turned on when the clutch pedal 17 is depressed.
An accelerator pedal 23 is a part of a fuel adjustment mechanism (not shown). An accelerator switch 24 that is turned on when the accelerator pedal 23 is depressed is provided below the accelerator pedal 23.
[0010]
An engine speed sensor 25 detects a predetermined rotational speed of the engine 1.
An electronic control mechanism 26 is used to turn off the electromagnetic clutch 6 based on a predetermined rotational speed signal from the engine speed sensor 25, and to generate a signal for operating the clutch actuator 21 based on the signal from the accelerator switch 24. When the clutch switch 22 and the accelerator switch 25 are turned on, the electromagnetic clutch 6 is turned on.
[0011]
In the device of the present invention, when stopping the vehicle on which the engine 1 is mounted, the foot is released from the accelerator pedal 23 as usual, the clutch pedal 17 is depressed, the transmission 8 is made neutral, and a brake (not shown) is operated. The engine key is pulled out after the vehicle is stopped. In this case, since the engine speed is lower than bb 'in FIG. 2, the electromagnetic clutch 6 is in the ON state, and the electronic control mechanism 26 "stores this" In this state, the engine 1 stops.
Next, when the engine 1 is started, the “memory” of the electronic control mechanism 26 causes the engine 1 to be driven by the starting motor while the electromagnetic clutch 6 is turned on. The turbocharger 3 is supercharged to increase the supply pressure and temperature, the pressure and temperature in the compression stroke increase, and the start is easily performed.
If the speed of the engine 1 is equal to or lower than the line bb ′ in FIG. 2 immediately after the start, the supercharging by the fixed-volume supercharger 3 is continued. Due to the poor combustion due to the shortage of exhaust gas, the white smoke mainly composed of HC discharged is reduced and the pollution is reduced.
[0012]
When the engine 1 is in a low speed state, the accelerator pedal 23 is slightly depressed (the clutch pedal 17 is not depressed at this time, both the accelerator switch 25 and the clutch switch 22 are OFF), and the state continues, and the engine speed sensor 25 is Since it is detected that the rotational speed is equal to or lower than the predetermined rotational speed bb ′ and a signal for turning on the electromagnetic clutch 6 is issued via the electronic control mechanism 26, the rotation of the engine 1 is performed by the crank pulley 10, the belt 11, and the driving pulley. 5, the fixed-volume supercharger 3 is rotated by the drive shaft 4. As a result, the air supplied from the suction port 12 is compressed by being compressed, and the high-pressure air supply is sent from the discharge port 13 to the compressor 2b of the turbocharger 2 through the pipe 16, and is supplied to the engine 1 through the compressor 2b. Supplied as In. At this time, the check valve 14 in the bypass pipe 15 of the fixed volume supercharger 3 is closed.
As the engine speed increases due to the depression of the accelerator pedal 23, the turbocharger 2 is also accelerated, and the supercharging pressure is increased in cooperation with the fixed-volume supercharger 3, along line A (ab) in FIG. Generate torque.
[0013]
When the engine 1 accelerates and reaches a predetermined number of revolutions on the line bb ′, the engine speed sensor 25 generates a signal and turns off the electromagnetic clutch 6 through the electronic control mechanism 26. As a result, the rotation of the fixed-volume supercharger 3 stops, and at higher engine speeds, the supply air pressure is increased only by the turbocharger 2, and part of the line B in FIG. 2 (bc). Torque is generated along At this time, the air sucked from the suction port 12 passes through the bypass pipe 15 with the check valve 14 opened, and enters the compressor 2 b through the discharge port 13 and the pipe 16. Further, when switching from the fixed-volume supercharger 3 to the turbocharger 2 as described above, only the consumption of the drive torque of the fixed-volume supercharger 3 is eliminated, and the change in the generated torque is small. There is no impact.
[0014]
The vehicle is in an uphill state, for example, when the engine 1 is at the predetermined rotational speed bb 'or more, the fixed-volume supercharger 3 is stopped, and the turbocharger 2 alone is supercharged. The vehicle resistance rises along the curve D in FIG. 2 and exceeds the curve bc, the vehicle decelerates, and when the vehicle speed reaches E of the curve D, the vehicle resistance is reduced by the turbocharger 2 of the engine 1. It becomes larger than the generated torque, making it impossible to run.
The driver recognizes this, releases his / her foot from the accelerator pedal 23 in order to shift the transmission 8 to a gear stage having a larger gear ratio, and depresses the clutch pedal 20 while shifting the clutch pedal 20 (not shown). Try to change the speed by operating.
[0015]
At this time, (1) the speed of the engine 1 is below the line bb 'in FIG. 2 by the engine speed sensor 25, and (2) that the fuel is not supplied to the engine 1 by the accelerator switch 25, 3) The clutch switch 22 informs the electronic control mechanism 26 that the power of the engine 1 is not transmitted to the vehicle. When the conditions (1) to (3) are satisfied, the electronic control mechanism 26 Energize the clutch 6 to turn it ON. When the electromagnetic clutch 6 is turned on, the crankshaft pulley 10 of the engine 1 drives the fixed volume supercharger 3 via the belt 5 to increase the supply pressure in the discharge port 13. The power supply 3 is suddenly accelerated and the engine 1 is suddenly decelerated due to the absorption of power. However, since the power system clutch 7 is in a disengaged state, the vehicle does not decelerate and the passenger does not feel an uncomfortable feeling of deceleration. .
When the speed change operation of the transmission 8 ends, the air supply pressure in the discharge port 13 increases, so the fuel supply amount is increased while the accelerator pedal 23 is depressed, and the generated torque of the engine 1 is increased from point E in FIG. The vehicle is accelerated with the power system clutch 7 in contact while increasing to the point F.
The operation of depressing the clutch pedal 20 in the above state is an operation of operating the clutch actuator 21 via the electronic control mechanism 26 to disconnect the clutch 7 based on the signal of the accelerator switch 24ON when the foot is released from the accelerator pedal 23. It can be replaced.
[0016]
【The invention's effect】
The supercharged engine switching control device for a hybrid supercharged engine according to the present invention is driven via a dedicated clutch by a vehicle engine in which generated power is transmitted to a drive shaft via a power system clutch and a transmission. The fixed-volume turbocharger and the exhaust turbocharger driven by the exhaust energy of the engine are combined. In a hybrid turbocharged engine that mainly uses an exhaust turbocharger by switching on the side, when the engine speed decreases, the fuel adjustment mechanism is operated in the direction of fuel reduction below the predetermined engine speed, and the power system clutch A control mechanism for generating a signal for connecting the dedicated clutch in response to a signal for detecting the former operation among the operations for cutting the clutch. In a turbocharged engine, an accelerator switch that detects that the fuel adjustment mechanism has been operated in the direction of fuel reduction, a clutch actuator that disconnects the power system clutch when the accelerator switch is turned on, and detects that the power system clutch has been disconnected And a control mechanism for generating a signal for operating the clutch actuator based on the signal of the accelerator switch and for generating a signal of dedicated clutch ON based on the signal of the clutch switch. Therefore, even when the turbocharger is switched from the turbocharger to the fixed-volume supercharger at a predetermined speed or less, the excessive load on the fixed-volume supercharger and its drive mechanism is excessive. Generation of impact force and damage to equipment can be prevented, and the engine deceleration shock caused by the impact force can be prevented. There is an effect capable of providing a boost switching time control device which eliminates the discomfort which receives the the vehicle passenger.
[Brief description of the drawings]
FIG. 1 is an overall system diagram of a supercharging switching control device for a hybrid supercharged engine according to the present invention. FIG. 2 is a performance curve diagram of a hybrid supercharged engine, as compared with individual turbocharged engines constituting a hybrid. What you showed.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1; Engine 2; Turbocharger 3; Fixed product type turbocharger 4; Drive shaft 5 of fixed product type turbocharger; Drive pulley 6; Dedicated clutch 7; Power system clutch 8; Transmission 9; 10; crank pulley 11; belt 12; suction port 13; discharge port 14; check valve 15; bypass pipe 16; pipe 17; release fork 18; rod or wire 19; Switch 23; accelerator pedal 24; accelerator switch 25; engine speed sensor 26; electronic control mechanism.

Claims (2)

A vehicle engine in which generated power is transmitted to a drive shaft through a power system clutch and a transmission, a fixed-capacity supercharger driven through a dedicated clutch by the power of the engine, and exhaust energy of the engine Hybrid that combines an exhaust turbocharger that is driven, and switches between a fixed-volume turbocharger on the low speed side and an exhaust turbocharger mainly on the high speed side with a predetermined engine speed as a boundary. In the supercharged engine, when the engine speed is decreased, the fuel adjustment mechanism is operated in the direction of fuel reduction below the predetermined engine speed, and the operation of disengaging the power system clutch is detected by a signal for detecting the latter operation. A control device for supercharging switching of a hybrid supercharged engine, comprising a control mechanism for generating a signal for connecting the dedicated clutch. A vehicle engine in which generated power is transmitted to a drive shaft through a power system clutch and a transmission, a fixed-capacity supercharger driven through a dedicated clutch by the power of the engine, and exhaust energy of the engine Hybrid that combines an exhaust turbocharger that is driven, and switches between a fixed-volume turbocharger on the low speed side and an exhaust turbocharger mainly on the high speed side with a predetermined engine speed as a boundary. In a supercharged engine, an accelerator switch that detects that the fuel adjustment mechanism has been operated in the direction of fuel reduction, a clutch actuator that disconnects the power system clutch when the accelerator switch is turned on, and detects that the power system clutch has been disconnected. A clutch switch and a signal for operating the clutch actuator based on the signal of the accelerator switch are generated, and the signal of the clutch switch Boost switching time control device for a hybrid supercharged engine, characterized in that a control mechanism which generates a signal of a dedicated clutch ON Hazuki.

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