JP4103539B2 - Control device for internal combustion engine provided with turbocharger with generator - Google Patents

Control device for internal combustion engine provided with turbocharger with generator Download PDF

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Publication number
JP4103539B2
JP4103539B2 JP2002308716A JP2002308716A JP4103539B2 JP 4103539 B2 JP4103539 B2 JP 4103539B2 JP 2002308716 A JP2002308716 A JP 2002308716A JP 2002308716 A JP2002308716 A JP 2002308716A JP 4103539 B2 JP4103539 B2 JP 4103539B2
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Japan
Prior art keywords
power generation
temperature
turbocharger
exhaust
amount
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JP2002308716A
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JP2004143997A (en
Inventor
高志 河合
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トヨタ自動車株式会社
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/021Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F02B37/105Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump exhaust drive and pump being both connected through gearing to engine-driven shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/14Control of the alternation between or the operation of exhaust drive and other drive of a pump, e.g. dependent on speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02Engines with prolonged expansion
    • F02B41/10Engines with prolonged expansion in exhaust turbines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/04Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for electric generators
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • F02D41/0007Controlling intake air for control of turbo-charged or super-charged engines
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an internal combustion engine including a turbocharger with a generator in which a generator is provided in a turbine.
[0002]
[Prior art]
The turbocharger supercharges the intake air amount of the engine in order to obtain a high output engine output characteristic. However, in the case of a turbocharger, since the exhaust energy of the engine is used, the rise of the supercharging pressure in the low rotation range where the exhaust energy is low is poor, and the engine output characteristics in the low rotation range are poor compared to the high rotation range. Therefore, an electric motor (motor) is incorporated in the turbine / compressor of the turbocharger, and a turbocharger with an electric motor for obtaining a desired supercharging pressure by forcibly driving the turbine / compressor with the electric motor has been developed.
[0003]
In the case of an electric motor, it can also function as a generator that converts energy applied to the electric motor into electric energy. Therefore, when the driving force by the electric motor is not required during deceleration operation, the electric motor incorporated in the turbocharger generates power using exhaust gas from the engine and collects the exhaust energy as electric energy (patent) Reference 1).
[0004]
[Patent Document 1]
JP-A-11-324688
[0005]
[Problems to be solved by the invention]
When power is generated by the electric motor, exhaust energy is recovered, which affects the temperature of an exhaust purification device provided downstream of the turbocharger. However, the electric motor incorporated in the conventional turbocharger is not controlled in consideration of the temperature of the exhaust purification device. Therefore, the purification performance of the exhaust purification device may be reduced.
[0006]
Therefore, an object of the present invention is to provide a control device for an internal combustion engine including a turbocharger with a generator that controls the generator in consideration of the temperature of the exhaust purification device.
[0007]
[Means for Solving the Problems]
An internal combustion engine control device including a turbocharger with a generator according to the present invention is a control device for an internal combustion engine including a turbocharger in which a generator is provided in a turbine, in the exhaust pipe of the internal combustion engine and downstream of the turbocharger. An exhaust purification device provided; and a power generation amount determining means for determining a power generation amount of the generator based on a temperature of the exhaust purification device and a charge amount of a battery that charges power generated by the generator. A throttle valve for adjusting the intake air amount in the intake pipe of the internal combustion engine and upstream of the turbocharger; With The power generation amount determining means suppresses the power generation amount when the temperature of the exhaust purification device is outside the proper range, and suppresses the power generation amount when the temperature of the exhaust purification device is equal to or higher than a predetermined temperature and the fuel supply is stopped. Close the valve It is characterized by that.
[0008]
The control device for an internal combustion engine including the turbocharger with a generator includes an exhaust purification device provided in the exhaust pipe of the internal combustion engine and downstream of the turbocharger. The amount of power generation is calculated based on the temperature of the exhaust purification device. Determine and control the generator. For this reason, the generator recovers the exhaust energy corresponding to the amount of power generation, and the exhaust gas temperature corresponds to the exhaust energy after the recovery. Therefore, the exhaust gas purification device has an appropriate temperature and exhibits an appropriate purification performance.
[0010]
In the control device for an internal combustion engine including this turbocharger with a generator, when the temperature of the exhaust purification device is outside the proper range, the power generation amount is controlled to be lower than the power generation amount during normal control. For this reason, when the temperature of the exhaust purification device is lower than the appropriate range, the recovery of exhaust energy by power generation by the generator is reduced compared to that during normal control, so the exhaust temperature is lower than during normal control according to the exhaust energy. Therefore, the temperature of the exhaust emission control device rises to an appropriate temperature.
[0011]
Note that the appropriate range of the temperature of the exhaust purification device is a temperature range in which the purification performance of the exhaust purification device does not deteriorate. In addition, the suppression of power generation includes prohibiting power generation by setting the power generation amount to zero.
[0013]
In the control device for an internal combustion engine provided with the turbocharger with a generator, a throttle valve for adjusting the intake air amount is provided in the intake pipe of the internal combustion engine and upstream of the turbocharger. In this case, when the fuel supply to the engine is stopped, the throttle valve is closed. The reason for performing the control in this way will be described below. When generating power using exhaust energy, normally when the fuel supply to the engine is stopped during deceleration, the throttle valve is opened to increase the amount of intake air and increase the exhaust energy flowing to the turbine. Increase. However, when the amount of air (oxygen amount) entering the exhaust purification device also increases when the exhaust purification device is at a high temperature, the exhaust purification device (catalyst) becomes an overoxygen state and the catalyst deteriorates. Therefore, in the case of the above conditions, by closing the throttle valve and reducing the amount of air sucked into the engine to zero, the exhaust gas exhausted from the engine is reduced or eliminated, so the amount of air entering the exhaust purification device is reduced. However, the catalyst can be prevented from being deteriorated due to an overoxygen state. Incidentally, when the throttle valve is closed, the exhaust gas exhausted from the engine is reduced or eliminated, so that the amount of power generated by the generator is also suppressed.
[0014]
Further, in the control device for an internal combustion engine including the generator-equipped turbocharger according to the present invention, the power generation amount determining means may be configured to increase the power generation amount when the temperature of the exhaust purification device is equal to or higher than a predetermined temperature. .
[0015]
In the control device for an internal combustion engine including the turbocharger with a generator, when the exhaust purification device is at a predetermined temperature or higher, the power generation amount is increased from the power generation amount during the normal control, and the generator is controlled. As a result, the recovery of exhaust energy by power generation at the generator increases compared to that during normal control, so the exhaust temperature will be lower than during normal control according to the exhaust energy. It becomes temperature.
[0016]
The “predetermined temperature” described in claim 3 and the “predetermined temperature” described in claim 4 do not have to be the same temperature.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of a control device for an internal combustion engine provided with a turbocharger with a generator according to the present invention will be described with reference to the drawings.
[0018]
In the present embodiment, the control device for an internal combustion engine including the turbocharger with a generator according to the present invention is applied to a controller of an electric motor incorporated in a turbocharger mounted on an automobile. The electric motor according to the present embodiment assists supercharging by a turbocharger at the time of acceleration or the like, generates electric power using exhaust energy from the engine at the time of deceleration, and is controlled by a controller as a control device.
[0019]
With reference to FIG. 1, the structure of the engine system 1 which concerns on this Embodiment is demonstrated. FIG. 1 is a configuration diagram of an engine system including a turbocharger with an electric motor according to the present embodiment.
[0020]
The engine system 1 is mounted on a vehicle, obtains a driving force for driving the vehicle by the engine 10, and outputs the driving force to driving wheels (not shown) via the transmission 2. In the engine system 1, the intake air amount of the engine 10 is supercharged by the turbocharger 11 in order to improve the output characteristics of the engine 10. Further, in the engine system 1, the turbocharger 11 is forcibly driven by the electric motor 12 in order to improve the rising of the supercharging pressure in the low rotation range. Further, in the engine system 1, power is generated by the electric motor 12 during deceleration or the like.
[0021]
The engine 10 sucks air from the intake passage 13 and exhausts exhaust gas to the exhaust passage 14. In the intake passage 13, a compressor side of the turbocharger 11, an intercooler 15, a throttle valve 16 and the like are provided from the upstream side. The exhaust passage 14 is provided with, from the upstream side, the turbine side of the turbocharger 11, an exhaust purification catalyst 17 as an exhaust purification device, and the like.
[0022]
On the intake side, first, air sucked from the uppermost stream of the intake passage 13 is supercharged by the turbocharger 11. The temperature of the intake air that has exited from the turbocharger 11 rises due to a pressure increase due to supercharging. Therefore, in the intercooler 15, the temperature of the intake air whose temperature has increased is lowered by an air cooling method, and the charging efficiency is improved. Subsequently, the throttle valve 16 adjusts the amount of intake air to the engine 10. This adjusted air is taken into the engine 10. The throttle valve 16 is an electronically controlled valve, and its opening degree is determined and controlled by an engine ECU [Electronic Control Unit] 18.
[0023]
The engine ECU 18 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The engine ECU 18 is connected to various sensors, sets various control values based on detection values from the various sensors, and controls the engine 10 and each part related to the engine 10.
[0024]
The engine ECU 18 controls the opening degree of the throttle valve 16 by setting the opening degree of the throttle valve 16 based on the operation amount of an accelerator pedal (not shown). Further, the engine ECU 18 sets the fuel injection amount based on the operation amount with the accelerator pedal, and controls an electronically controlled fuel injection device (not shown). In particular, when the vehicle is decelerated or stopped, the engine ECU 18 sets the fuel injection amount to 0 and stops the fuel supply to the engine 10 (fuel cut). Further, at the time of deceleration fuel cut, the engine ECU 18 controls the opening of the throttle valve 16 to be fully open. This is because the amount of air sucked into the engine 10 is increased to increase the exhaust gas (exhaust energy), and the amount of power generated by the motor 12 is increased by the increased exhaust energy.
[0025]
Further, the engine ECU 18 transmits and receives the following various signals to and from the controller 20 that controls the electric motor 12. During acceleration or the like, the engine ECU 18 determines an assist amount by the electric motor 12 based on the engine speed of the engine 10 and transmits a command signal indicating the assist amount to the controller 20. At the time of the deceleration fuel cut, the engine ECU 18 transmits a fuel cut signal indicating that the deceleration fuel cut is being performed to the controller 20. Further, when the engine ECU 18 receives a command signal indicating the opening degree of the throttle valve 16 from the controller 20, the engine ECU 18 controls the opening degree of the throttle valve 16 based on the command signal.
[0026]
On the exhaust side, first, the exhaust gas exhausted from the engine 10 rotates the turbine 11 a of the turbocharger 11. At this time, the exhaust energy is consumed by assistance from the turbocharger 11 during acceleration or the like, and is consumed by power generation by the electric motor 12 during deceleration. Exhaust gas that has passed through the turbine 11 a is purified by the exhaust purification catalyst 17.
[0027]
The exhaust purification catalyst 17 is provided in a muffler (not shown), and is formed by packing various metals or metal oxides into pellets, or arranging monoliths in a container. . In the exhaust purification catalyst 17, when the exhaust gas passes through the container, the toxicity of the exhaust gas is absorbed and the catalyst temperature varies depending on the exhaust temperature corresponding to the exhaust energy. The exhaust purification catalyst 17 has an appropriate temperature range in which the catalyst is activated, and the purification performance deteriorates when the catalyst temperature is higher or lower than the appropriate temperature range. Further, the exhaust purification catalyst 17 enters an overoxygen state when the amount of oxygen in the exhaust gas increases when the catalyst temperature is high, and the purification performance deteriorates.
[0028]
The turbocharger 11 increases the supercharging pressure using the exhaust energy from the engine 10. In the turbocharger 11, a turbine 11a is disposed on the exhaust passage 14 side, and a compressor 11b is disposed on the intake passage 13 side, and both wheels are connected by a shaft 11c. A rotor (not shown) which is one component of the electric motor 12 is fixed to the central portion of the shaft 11c.
[0029]
The electric motor 12 is a three-phase AC motor that assists the supercharging pressure of the turbocharger 11 and charges the battery 19 during regeneration. The electric motor 12 has a stator (not shown) disposed around a rotor provided with a magnet. The stator is formed by winding a plurality of laminated steel plates, and is fixed to the housing of the turbocharger 11. The electric motor 12 is constructed inside a housing of the turbocharger 11 with a shaft 11c as an output shaft, with a rotor and a stator as main components. In the electric motor 12, when electric power is sequentially supplied from the controller 20 to the three-phase windings, a magnetic field is sequentially generated, and the rotor is rotated by the interaction between the magnetic field generated in the three-phase and the magnetic field of the rotor magnet.
[0030]
The controller 20 is a device that controls the drive and regeneration of the electric motor 12, and is a controller IC [Integrated Circuit] (FIG. 5) that also functions as a DC-DC converter (not shown), an inverter (not shown), and a power generation amount determining means. (Not shown).
[0031]
The DC-DC converter is connected between the battery 19 and the inverter, and converts DC power input / output between the battery 19 and the inverter. The DC-DC converter includes a transistor (not shown), and adjusts the power generation amount of the electric motor 12 by turning on / off the transistor. In the DC-DC converter, the transistor is turned on / off based on the gate signal from the controller IC, and the electric power generated by the motor 12 is output to the battery 19 when the transistor is on during the regenerative time.
[0032]
The inverter includes six field effect transistors (FETs) (not shown). The six FETs constitute an upper arm and a lower arm for the three-phase windings of the electric motor 12, respectively. In the inverter, the upper arm or the lower arm of each phase is energized based on the six gate signals from the controller IC, and supplies power to the three-phase windings of the motor 12.
[0033]
The controller IC determines the target rotational speed of the electric motor 12 based on a command signal indicating the assist amount by the electric motor 12 from the engine ECU 18 during acceleration and the like, and is generated at each terminal of the three-phase winding of the electric motor 12. The position of the rotor of the electric motor 12 is detected based on the counter electromotive force. Then, the controller IC generates six gate signals based on the target rotational speed and the rotor position, and transmits these gate signals to the inverter. Further, the controller IC determines the amount of power generated by the electric motor 12 based on a battery charge amount detected by a power sensor (not shown) provided in the battery 19 during deceleration. Then, the controller IC generates a gate signal based on the determined power generation amount, and transmits this gate signal to the DC-DC converter.
[0034]
In particular, the controller IC performs the following processing when determining the power generation amount. Therefore, the controller IC incorporates a detection signal indicating a catalyst temperature from a temperature sensor (not shown) provided in the exhaust purification catalyst 17 and a detection signal indicating a battery charge amount from a power sensor provided in the battery 19. ing. The controller IC determines whether or not the catalyst temperature is within an appropriate temperature range. When the catalyst temperature is within the appropriate temperature range, the controller IC determines the power generation amount of the electric motor 12 based on the battery charge amount and the like by the above-described normal control. When the catalyst temperature is equal to or lower than the lower limit appropriate temperature, the controller IC determines the power generation amount to be zero. When the catalyst temperature is equal to or higher than the upper limit appropriate temperature, the controller IC determines whether or not a fuel cut signal is received from the engine ECU 18. When the fuel cut signal is received, the controller IC transmits to the engine ECU 18 a command signal for fully closing the opening of the throttle valve 16 in order to prohibit the power generation of the electric motor 12. When the fuel cut signal is not received, the controller IC determines whether or not the battery charge amount is the upper limit amount. When the battery charge amount has reached the upper limit amount, the controller IC determines the power generation amount to be zero. When the battery charge amount does not reach the upper limit amount, the controller IC sets a power generation amount increase ratio with respect to the power generation amount during normal control based on the catalyst temperature and the battery charge amount. The controller IC determines the power generation amount during normal control of the electric motor 12 based on the battery charge amount and the like, and determines the power generation amount from the power generation amount during this normal control and the power generation amount increase ratio. The upper limit amount of the battery charge amount is a limit charge amount that can be charged to the battery 19, and is an amount that is overcharged when the battery is charged more than this.
[0035]
Note that the power generation amount increase rate is set by a map MP shown in FIG. Map MP is memorize | stored in controller IC, and has shown the electric power generation amount increase rate according to battery charge amount and catalyst temperature. As can be seen from the map MP, the power generation amount increase rate increases as the battery charge amount decreases, and the power generation amount increase rate increases as the catalyst temperature increases. The higher the catalyst temperature, the higher the power generation rate increase rate. When the power generation amount increases, the amount of exhaust energy consumed by the motor 12 increases, so the exhaust energy entering the exhaust purification catalyst 17 decreases and the catalyst temperature decreases. Can be made. Incidentally, when the power generation amount increase rate is 0%, the power generation amount is the power generation amount during normal control, and when it is 40%, the power generation amount is 1.4 times the power generation amount during energization control.
[0036]
With reference to FIG.1 and FIG.4, the operation | movement at the time of the electric power generation with the electric motor 12 in the engine system 1 is divided into the control in case the catalyst temperature is low in the controller 20, and the control in case the catalyst temperature is high. Control when the catalyst temperature is low will be described with reference to the flowchart of FIG. 2, and control when the catalyst temperature is high will be described with reference to the flowchart of FIG. FIG. 2 is a flowchart showing control when the catalyst temperature in the controller is low. FIG. 3 is a flowchart showing control when the catalyst temperature in the controller is high.
[0037]
First, control when the catalyst temperature is low will be described.
[0038]
The controller IC in the controller 20 determines whether or not the catalyst temperature is equal to or lower than the low temperature side appropriate temperature (S10).
[0039]
When the catalyst temperature is equal to or lower than the low temperature side proper temperature in S10, the controller IC determines the power generation amount to 0, generates a gate signal so that the power generation amount becomes 0, and transmits this gate signal to the DC-DC converter. (S11). When this gate signal is received, the DC-DC converter prohibits power generation by the electric motor 12 based on the gate signal and stops charging the battery 19. As a result, since the electric motor 12 does not consume exhaust energy, the exhaust energy flowing into the exhaust purification catalyst 17 increases as compared with the time of power generation, the exhaust temperature rises, and the catalyst temperature rises. Eventually, the catalyst temperature becomes an appropriate temperature range, the catalyst becomes active, and the exhaust purification catalyst 17 normally purifies the exhaust gas.
[0040]
When the catalyst temperature is higher than the low temperature side appropriate temperature in S10 (in the appropriate temperature range), the controller IC determines the power generation amount based on the battery charge amount or the like by normal control so that the determined power generation amount is obtained. A gate signal is generated, and this gate signal is transmitted to the DC-DC converter (S12). When this gate signal is received, the DC-DC converter causes the electric motor 12 to generate electric power based on the gate signal and charges the battery 19. In this case, since the catalyst temperature is in an appropriate temperature range, the catalyst is in an active state, and the exhaust gas purification catalyst 17 is normally purifying the exhaust gas.
[0041]
Next, control when the catalyst temperature is high will be described.
[0042]
The controller IC in the controller 20 determines whether or not the catalyst temperature is equal to or higher than the high temperature side appropriate temperature (S20).
[0043]
When the catalyst temperature is equal to or higher than the high temperature side appropriate temperature in S20, the controller IC determines whether or not the deceleration fuel cut is in progress (S21).
[0044]
When the deceleration fuel cut is in S21, the controller IC transmits a command signal for fully closing the throttle valve 16 to the engine ECU 18 (S22). When this command signal is received, the engine ECU 18 controls the throttle valve 16 to be fully closed. When the throttle valve 16 is fully closed, no air is sucked into the engine 10, and therefore no exhaust gas is released from the engine 10. Therefore, since the rotation of the turbine 11a of the turbocharger 11 is also stopped, power generation by the electric motor 12 is also prohibited. Further, since the exhaust gas is not released from the engine 10, there is no exhaust gas (exhaust energy) flowing into the exhaust purification device 17, and the catalyst temperature is lowered. Eventually, the catalyst temperature becomes an appropriate temperature range, and the amount of air (oxygen amount) in the exhaust purification device 17 is reduced or eliminated, the catalyst becomes active, and the exhaust purification catalyst 17 normally purifies the exhaust gas.
[0045]
When the deceleration fuel cut is not being performed in S21, the controller IC determines whether or not the battery charge amount has reached the upper limit amount (S23).
[0046]
When the battery charge amount reaches the upper limit amount in S23, the battery 19 can be charged any more, so the controller IC determines the power generation amount to be 0 and the gate signal so that the power generation amount becomes 0. And this gate signal is transmitted to the DC-DC converter (S24). When this gate signal is received, the DC-DC converter prohibits power generation by the electric motor 12 based on the gate signal and stops charging the battery 19.
[0047]
When the battery charge amount does not reach the upper limit amount in S23, the controller IC determines the power generation amount increase rate from the map MP based on the catalyst temperature and the battery charge amount (see FIG. 4), and sets the power generation amount increase rate. Accordingly, the power generation amount during the normal control is determined to be the increased power generation amount (S25). Then, the controller IC generates a gate signal so as to achieve the determined power generation amount, and transmits this gate signal to the DC-DC converter (S25). When this gate signal is received, the DC-DC converter causes the electric motor 12 to generate a larger amount of electricity than during normal control based on the gate signal, and charges the battery 19. As a result, since the motor 12 consumes more exhaust energy than during normal control, the exhaust energy flowing into the exhaust purification catalyst 17 decreases compared to during normal control, and the exhaust temperature decreases and the catalyst temperature decreases. Eventually, the catalyst temperature becomes an appropriate temperature range, the catalyst becomes active, and the exhaust purification catalyst 17 normally purifies the exhaust gas.
[0048]
When the catalyst temperature is lower than the appropriate temperature on the high temperature side (in the appropriate temperature range) in S20, the controller IC performs normal power generation control as in the process of S12 in FIG. 2 (S26).
[0049]
According to the controller 20, even when the temperature of the exhaust purification catalyst 17 falls below the lower limit temperature of the appropriate temperature range, the control for prohibiting the power generation in the electric motor 12 is performed. The catalyst temperature is raised by maintaining energy.
[0050]
Further, according to the controller 20, even when the temperature of the exhaust purification catalyst 17 rises above the upper limit temperature of the appropriate temperature, control is performed to increase the power generation amount in the electric motor 12 based on the catalyst temperature and the battery charge amount. The recovery of exhaust energy in the electric motor 12 increases, and the catalyst temperature is lowered by the reduction of the exhaust energy. At this time, since the power generation amount is determined according to the battery charge amount, the battery 19 is not overcharged.
[0051]
In particular, the controller 20 fully closes the throttle valve 16 even when the temperature of the exhaust purification catalyst 17 rises above the upper limit temperature of the appropriate temperature and the exhaust purification catalyst 17 is in an overoxygen state at the time of deceleration fuel cut. Since the control is performed, the amount of air flowing into the exhaust purification catalyst 17 is reduced or eliminated, and the overoxygen state is eliminated. At this time, no air is taken into the engine 10, so there is no exhaust energy from the engine 10, and power generation by the electric motor 12 is prohibited.
[0052]
As described above, since the controller 20 determines the power generation amount of the electric motor 12 so that the temperature of the exhaust purification catalyst 17 falls within the appropriate temperature, the electric motor 12 does not deteriorate the purification performance of the exhaust purification catalyst 17. Power generation at can be performed.
[0053]
As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.
[0054]
For example, in this embodiment, the present invention is applied to an electric motor having a power generation function incorporated in a turbocharger. However, the present invention can also be applied to a generator incorporated in a turbocharger.
[0055]
In the present embodiment, the engine ECU that controls the engine and the controller that controls the motor are separately configured, but may be configured integrally.
[0056]
Further, in this embodiment, the controller is configured to perform control on the low temperature side and control on the high temperature side with respect to the appropriate temperature range of the catalyst temperature, but either control on the low temperature side or control on the high temperature side. A configuration in which only one-side control is performed may be used.
[0057]
Further, in the present embodiment, the power generation amount of the motor is controlled by controlling the DC-DC converter. However, the power generation amount of the motor may be controlled by controlling the exhaust flow rate acting on the turbine of the turbocharger. For example, the exhaust flow rate may be controlled by controlling the variable nozzle by a variable noise mechanism, the exhaust flow rate may be controlled by controlling the turbine capacity by a turbine capacity variable mechanism, or on the exhaust passage. In addition, a passage for bypassing the turbocharger may be provided, and a waste gate valve may be provided on the passage, and the exhaust flow rate may be controlled by controlling the opening and closing of the waste gate valve.
[0058]
Further, in the present embodiment, when the catalyst temperature is low or when the catalyst temperature is high and the deceleration fuel cut is performed, power generation by the electric motor is prohibited. However, power generation may be continued by reducing the power generation amount during normal control. .
[0059]
【The invention's effect】
According to the present invention, even when power is generated by a generator, the temperature of the exhaust purification device can be maintained at an appropriate temperature, and the purification performance of the exhaust purification device does not deteriorate.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of an engine system including a turbocharger with an electric motor according to the present embodiment.
FIG. 2 is a flowchart showing control when the catalyst temperature is low in the controller of FIG. 1;
FIG. 3 is a flowchart showing control when the catalyst temperature is high in the controller of FIG. 1;
4 is a map showing a power generation amount increase ratio corresponding to a battery charge amount and a catalyst temperature held by the controller of FIG. 1; FIG.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine system, 2 ... Transmission, 10 ... Engine, 11 ... Turbocharger, 11a ... Turbine, 11b ... Compressor, 11c ... Shaft, 12 ... Electric motor, 13 ... Intake passage, 14 ... Exhaust passage, 15 ... Intercooler, 16 ... Throttle valve, 17 ... Exhaust gas purification catalyst, 18 ... Engine ECU, 19 ... Battery, 20 ... Controller

Claims (2)

  1. In a control device for an internal combustion engine comprising a turbocharger provided with a generator in a turbine,
    An exhaust purification device provided in the exhaust pipe of the internal combustion engine and downstream of the turbocharger;
    A power generation amount determining means for determining a power generation amount of the generator based on a temperature of the exhaust gas purification device and a charge amount of a battery that charges power generated by the generator ;
    A throttle valve for adjusting the intake air amount in the intake pipe of the internal combustion engine and upstream of the turbocharger ;
    The power generation amount determining means suppresses the power generation amount when the temperature of the exhaust purification device is outside an appropriate range,
    A control apparatus for an internal combustion engine comprising a turbocharger with a generator, wherein the throttle valve is closed when the temperature of the exhaust purification device is equal to or higher than a predetermined temperature and the fuel supply is stopped when the power generation amount is suppressed .
  2.   2. The control device for an internal combustion engine having a turbocharger with a generator according to claim 1, wherein the power generation amount determining means increases the power generation amount when the temperature of the exhaust purification device is equal to or higher than a predetermined temperature. .
JP2002308716A 2002-10-23 2002-10-23 Control device for internal combustion engine provided with turbocharger with generator Expired - Fee Related JP4103539B2 (en)

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JP2002308716A JP4103539B2 (en) 2002-10-23 2002-10-23 Control device for internal combustion engine provided with turbocharger with generator
IT000829A ITTO20030829A1 (en) 2002-10-23 2003-10-21 A control apparatus of an internal combustion engine including a turbocharger with a generator and its control method.
DE2003149164 DE10349164B4 (en) 2002-10-23 2003-10-22 Control device and its control method for a turbocharged internal combustion engine with generator

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JP4103539B2 true JP4103539B2 (en) 2008-06-18

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JP4915144B2 (en) * 2006-06-07 2012-04-11 トヨタ自動車株式会社 Power generation control device for vehicle
JP4770786B2 (en) * 2007-04-26 2011-09-14 トヨタ自動車株式会社 Internal combustion engine system
JP4592816B2 (en) * 2007-05-03 2010-12-08 エムエーエヌ・ディーゼル・アンド・ターボ・フィリアル・アフ・エムエーエヌ・ディーゼル・アンド・ターボ・エスイー・ティスクランド Large turbocharged diesel engine with SCR reactor
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KR20180079472A (en) * 2011-09-20 2018-07-10 히다치 조센 가부시키가이샤 Turbo charger control system and control method
GB2503713B (en) * 2012-07-05 2018-08-01 Ford Global Tech Llc Engine assembly with an Exhaust Driven Turbine
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WO2016126342A1 (en) * 2015-02-03 2016-08-11 Williams International Co., L.L.C. Turbo-electric turbo-compounding system
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JP2017214893A (en) * 2016-06-01 2017-12-07 マツダ株式会社 Engine mounted with exhaust-driven generator
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ITTO20030829A1 (en) 2004-04-24

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