JP4353210B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to a control device for an internal combustion engine, and more particularly to a control device for an internal combustion engine provided with a supercharger such as a turbocharger and a supercharging assist mechanism that performs supercharging assist to the supercharger.

In order to improve the acceleration characteristics of the vehicle, it is known that the engine is equipped with a turbocharger such as a turbocharger, and further, the turbocharger supercharging pressure is not sufficiently increased, such as when the vehicle starts running In some cases, there is an engine control device that performs supercharging assist by an assist mechanism such as an electric motor. For example, there is a turbocharger control device disclosed in Japanese Patent No. 3055143 (Patent Document 1) that performs such supercharging assist. In this turbocharger control device, the idle position of the accelerator pedal is detected, the amount of depression of the accelerator pedal is detected, and the rotational drive amount of the motor is determined according to the depression speed of the accelerator pedal from the idle position to the rising point. (Supercharging assist amount) is determined and pre-assist is performed. According to this control device, since the state of the non-sensing area from the start point of depression of the accelerator pedal to the rising point of the depression amount sensor of the accelerator pedal is detected, the engine boost pressure can be increased when the depression operation of the accelerator pedal is rapid. (Supercharging pressure) can be raised quickly.
Japanese Patent No. 3055143

  However, in the turbocharger control device disclosed in Patent Document 1, the supercharging assist amount is determined according to the depression speed of the accelerator pedal from the idle position to the rising point. For this reason, the supercharging by the turbocharger starts after the rising point of the depression amount sensor. Therefore, even if the boost pressure of the engine (internal combustion engine) is quickly increased, a control delay is unavoidable, and sufficient conditions are provided for performing supercharging assist when starting an acceleration request to the internal combustion engine. Therefore, there is a problem that a sufficient supercharging pressure may not be supplied.

  Accordingly, an object of the present invention is to provide a control device for an internal combustion engine that can supply a sufficient boost pressure at the start point of an acceleration request for the internal combustion engine.

An internal combustion engine control apparatus according to the present invention that has solved the above problems includes a supercharger disposed on an intake passage mounted on a vehicle, and a supercharging assist mechanism that performs supercharging assist for the supercharger. In the control device for an internal combustion engine that controls the internal combustion engine, the depression amount detection means for detecting the depression amount of the accelerator pedal, and the supercharging assist based on the depression amount of the accelerator pedal detected by the depression amount detection means Supercharging assist control means for controlling the mechanism, and the supercharging assist control means includes preassist start means for causing the assist mechanism to start preassist when the first depression amount is detected by the depression amount detection means. Acceleration request for starting an acceleration request to the internal combustion engine when the second depression amount larger than the first depression amount is detected by the depression amount detection means Includes a start section, a supercharge-assist control means includes a second depression amount time to reach the second depression amount from the first depression amount is detected is detected, the assist mechanism by the pre-assist start means The pre-assist time, which is the time from the start of pre-assist until the supercharger is in a pre-assist state that is sufficiently supercharged before the start point of acceleration request by the pre-assist mechanism. Depression amount correction means for correcting at least one of the first depression amount and the second depression amount so as to be in a pre-assist completion state before the acceleration request by the acceleration request start means is started based on the history of the relationship. It is to be prepared.

  In the control apparatus for an internal combustion engine according to the present invention, the pre-assist is started when the first depression amount is detected by the depression amount detecting means for detecting the depression amount of the accelerator pedal. For this reason, since the pre-assist is performed before the second stepping amount larger than the first stepping amount at which the acceleration request is started, the supercharging assist is performed when the acceleration request is started. It can be in a state in which the conditions are adjusted. Therefore, a sufficient boost pressure can be supplied at the starting point of the acceleration request for the internal combustion engine.

  The relationship between the second depression amount arrival time and the pre-assist time varies depending on the individuality of each driver. Therefore, by providing such a depression amount correction means, it is possible to perform pre-assist according to the driver's preference. Note that the history of the relationship between the second depression amount arrival time and the pre-assist time here includes a statistical processing value.

An internal combustion engine control apparatus according to the present invention that has solved the above-described problems includes a supercharger disposed on an intake passage mounted on a vehicle, and a supercharging assist that performs supercharging assist for the supercharger. An internal combustion engine control device for controlling an internal combustion engine comprising: a depression amount detecting means for detecting a depression amount of an accelerator pedal; and an excessive depression amount of the accelerator pedal detected by the depression amount detection means. Supercharging assist control means for controlling the charging assist mechanism, and the supercharging assist control means causes the assist mechanism to start pre-assist when the first depression amount is detected by the depression amount detection means. Means for starting an acceleration request to the internal combustion engine when a second depression amount greater than the first depression amount is detected by the means and the depression amount detection means. Includes a request start means, the boost assist mechanism is a supercharge-assist mechanism for assisting the turbine speed of the turbine in the turbocharger with an electric energy, supercharge-assist control means, turbine and turbine speed The turbine rotation speed control means further controls the turbine rotation speed control means, and the turbine rotation speed control means includes a second depression amount arrival time from when the first depression amount is detected until the second depression amount is detected, and pre-assist start means. Is the time from the start of pre-assist by the assist mechanism until the supercharger is actually in a pre-assist completed state where the pre-assist mechanism is sufficiently supercharged before the start point of the acceleration request. based on the history of the relationship between the assist time, before acceleration request by the acceleration request start means is started so that the pre-assist completion state , The time the pre-assist completion state, in which the rotational speed of the turbine to control the rotational speed of the turbine to reach the rotational speed of the turbine to be pre-assist completion state.

  Thus, pre-assist can be performed with high accuracy by controlling the rotational speed of the turbine.

  Furthermore, it can also be set as the aspect which further has the pre assist alerting | reporting means which alert | reports the start of a pre assist when it reaches | attains the 1st depression amount.

  Thus, by providing the pre-assist notification means, it is possible to clearly notify the driver of the start of pre-assist.

  The supercharging assistance control means further includes a pre-assist detecting means for detecting a pre-assist stop instruction when the stop instruction detecting means detects the stop instruction after the first depression amount is detected. It is also possible to adopt a mode further comprising pre-assist stopping means for canceling.

  Thus, by setting it as the aspect which has a pre-assist stop means, when pre-assist is a difficult state, pre-assist can be stopped and an unexpected trouble can be avoided.

  Further, a pre-assist accepting unit that accepts whether or not the driver needs pre-assist control is provided, and the supercharging assist control unit is configured to stop the pre-assist when the pre-assist accepting unit accepts a pre-assist unnecessary instruction. You can also

  Thus, by providing the pre-assist acceptance means, pre-assist can be stopped as desired by the driver, and wasteful energy consumption can also be reduced.

An internal combustion engine control apparatus according to the present invention that has solved the above-described problems includes a supercharger disposed on an intake passage mounted on a vehicle, and a supercharging assist that performs supercharging assist for the supercharger. An internal combustion engine control device for controlling an internal combustion engine comprising: a depression amount detecting means for detecting a depression amount of an accelerator pedal; and an excessive depression amount of the accelerator pedal detected by the depression amount detection means. Supercharging assist control means for controlling the charging assist mechanism, and the supercharging assist control means causes the assist mechanism to start pre-assist when the first depression amount is detected by the depression amount detection means. Means for starting an acceleration request to the internal combustion engine when a second depression amount greater than the first depression amount is detected by the means and the depression amount detection means. It includes a request start means, the boost assist mechanism is a supercharge-assist mechanism for assisting the turbine speed of the turbine in the turbocharger with an electric energy, between the engine and the supercharger, the supercharging A bypass passage for reducing the supercharging pressure by the machine is formed, and the pre-assist is performed by increasing the turbine rotational speed and opening control of the bypass passage in the supercharger.

  Thus, by performing pre-assist by controlling the rotational speed of the turbine and opening the bypass passage, surge avoidance can be suitably performed, so that pre-assist can be performed with higher accuracy.

  And a supercharging assist mechanism can also be made into the aspect which is a motor assist mechanism provided with a motor and rotating the turbine in a supercharger by rotation of a motor.

  Thus, as the assist mechanism, a motor assist mechanism that rotates the turbine in the supercharger by the rotation of the motor can be suitably used.

  The control apparatus for an internal combustion engine according to the present invention can supply a sufficient boost pressure to the engine at the acceleration start point when the vehicle accelerates.

  Hereinafter, an embodiment of a control device for an internal combustion engine according to a first embodiment of the present invention will be described with reference to the drawings. Note that description of the same members and elements may be omitted. FIG. 1 is a block diagram of an internal combustion engine control apparatus according to the first embodiment. As a control device for an internal combustion engine according to the present embodiment, a control device mounted on a so-called automatic transmission (AT) vehicle will be described.

  As shown in FIG. 1, the control apparatus for an internal combustion engine according to the present embodiment includes a turbocharger 2 that is a supercharger that supplies supercharged air to an engine 1 that is an internal combustion engine. The turbocharger 2 is connected to the engine 1 by an exhaust pipe 6 and an intake pipe 7, and sucks exhaust gas exhausted from the engine 1 through the exhaust pipe 6, while being connected to the engine 1 through the intake pipe 7. To supply supercharged air.

  The turbocharger 2 is provided with a turbine 3, a compressor 4, and an electric motor 5 that is a supercharging assist mechanism. The turbine 3 is driven by the exhaust gas of the engine 1, and the compressor 4 is operated by the rotational torque of the turbine 3. Pressure air is generated by the operation of the compressor 4, and this pressure air is supplied to the engine 1 as supercharged air via the intake pipe 7.

  The electric motor 5 includes a rotating shaft, and this rotating shaft is connected to the rotating shaft of the turbine. When the exhaust gas discharged from the engine 1 is large, the compressor 4 is operated by the rotational torque of the turbine 3 and the electric motor 5 is operated to regenerate the exhaust energy into electric energy.

  Further, when the stopped vehicle suddenly accelerates or when the vehicle is traveling at a low speed and a high load is applied to the engine 1, electric power is supplied to the electric motor 5 to operate the electric motor 5. The compressor 4 is driven by the rotational torque of the operated electric motor 5 to supply supercharged air to the engine 1. Thus, the turbocharger 2 performs supercharging assistance using electric energy as energy other than exhaust energy. In addition, the electric motor 5 performs pre-assist control as a control for making it possible to immediately start assist under conditions and ranges that do not affect the output of the engine 1.

  Further, a bypass passage 8 for reducing the supercharging pressure of the turbocharger 2 is provided in the intake pipe 7 between the engine 1 and the turbocharger 2. The bypass passage 8 is provided with an opening / closing valve 8A. By increasing the opening degree of the opening / closing valve 8A, the supercharging pressure of the turbocharger 2 is reduced according to the opening degree.

  An accelerator pedal 9 that is operated by a driver is provided in a vehicle interior (not shown), and the accelerator pedal 9 is provided with a pedaling force adjusting mechanism 9A. The stepping force adjusting mechanism 9A includes a spring mechanism (not shown), and the stepping start position of the accelerator pedal 9, the first stepping position corresponding to the first stepping amount, and the second stepping amount that is larger than the first stepping position. The spring force is adjusted so that the urging force changes at each of the second depression positions corresponding to. Specifically, when the depression amount of the accelerator pedal 9 reaches the first depression position, the spring force increases more than when the depression amount is earlier than that. In addition, when the depression amount of the accelerator pedal 9 reaches the second depression position, the spring force further increases compared to the previous depression amount. With this spring force, the driver who has depressed the accelerator pedal 9 can recognize that the driver has reached the stepping start position, the first stepping position, and the second stepping position.

  Furthermore, the control apparatus for an internal combustion engine according to the present embodiment includes an ECU 10 that is a supercharging assist control means. Further, an accelerator position sensor 11 is connected to the ECU 10 to the accelerator pedal 9, detects the depression amount of the accelerator pedal 9, and outputs the detected depression amount to the ECU 10. The accelerator position sensor 11 outputs a pre-assist position signal to the ECU 10 when the amount of depression of the accelerator pedal 9 reaches the first depression position.

  An instrument panel (not shown) is provided with a pre-assist switch 12 serving as a pre-assist acceptance unit and an indicator lamp 13 serving as a pre-assist notification unit. A parking brake sensor 14 is provided in the parking brake in the vehicle interior, a shift lever sensor 15 is provided in the shift lever, and a brake sensor 16 is provided in the brake pedal. Further, vehicle speed sensors 17 are provided on the wheels of the vehicle. The pre-assist switch 12, the indicator lamp 13, the parking brake sensor 14, the shift lever sensor 15, the brake sensor 16, and the vehicle speed sensor 17 are all connected to the ECU 10.

  The pre-assist switch 12 receives whether or not pre-assist control is necessary by the operation of the driver. The pre-assist switch 12 outputs to the ECU 10 whether or not pre-assist control by a driver's operation is necessary. The indicator lamp 13 is turned on / off / flashed by the ECU 10, and is turned on when the ECU 10 is performing pre-assist control for operating the electric motor 5, and is turned off when pre-assist control is not being performed. When the pre-assist control is not possible, the indicator lamp 13 blinks.

  The parking brake sensor 14 detects the operation state of the parking brake (side brake) lever, and outputs a parking brake signal to the ECU 10 when the parking brake pedal is braked. The shift lever sensor 15 detects a shift lever position (selector position), and detects whether the shift lever is in a neutral range, a purging range, a drive range, a reverse range, or a low gear range. The shift lever sensor 15 outputs the detected shift lever position to the ECU 10.

  The brake sensor 16 detects the operation state of the brake pedal (foot brake), and outputs a foot brake signal to the ECU 10 when the brake pedal is operated and the brake is applied. The vehicle speed sensor 17 detects the vehicle speed of the vehicle, and outputs the detected vehicle speed to the ECU 10.

  Further, the vehicle is provided with a battery 20 and a power converter 21. The battery 20 stores electric power generated by the electric motor 5 or a generator (not shown). The power converter 21 is connected to the ECU 10 and supplies the electric power stored in the battery 20 to the electric motor 5 based on a command from the ECU 10 or supplies the electric power regenerated by the electric motor 5 to the battery 20. To do. Further, the battery 20 is provided with a storage amount sensor 22. The charged amount sensor 22 detects the charged amount of the battery 20 and outputs the detected charged amount to the ECU 10. The ECU 10 stores, as a predetermined reference value, an amount of electricity that can be charged with the electric motor 5 as an amount of electricity stored in the battery 20. The ECU 10 compares the stored amount of the battery 20 output from the stored amount sensor 22 with a reference value, and if the stored amount of the battery 20 output from the stored amount sensor 22 is equal to or greater than the reference value, the pre-assist Allow control. Further, when the stored amount of the battery 20 is less than the reference value, a pre-assist stop instruction is output to the power converter 21. The ECU 10 constitutes pre-assist stopping means.

  The ECU 10 issues an acceleration request to the engine 1 when the depression amount of the accelerator pedal 9 output from the accelerator position sensor 11 reaches the second depression position. In the acceleration request, the rotational speed of the engine 1 is controlled based on the depression amount of the accelerator pedal 9. The ECU 10 controls the fuel injection amount in the engine 1 and the valve timing of intake and exhaust valves in order to control the engine 1. The ECU 10 constitutes acceleration request start means.

  Further, the ECU 10 performs the pre-assist control when the pre-assist control condition is satisfied, specifically, in the control procedure described later, when each of the steps S3 to S6 is satisfied. In this pre-assist control, an electric power supply signal is output from the ECU 10 to the electric power converter 21, and electric power from the battery 20 is supplied to the electric motor 5. The electric motor 5 is operated by the electric power supplied from the battery 20 to rotate the turbine 3 and supply the supercharged air to the engine 1. The ECU 10 constitutes pre-assist start means.

  Further, the ECU 10 performs pre-assist from the pre-assist start state in which pre-assist control is started from the second step amount reaching time until the second step position is detected after the first step position is detected. A history of the relationship with the pre-assist time until the completion state is stored. In performing the pre-assist control, the ECU 10 sets the rotational speed of the turbine 3 to the pre-assist completed state when the pre-assist time has elapsed based on the history of the relationship between the second depression amount arrival time and the pre-assist time. The rotational speed of the turbine 3 is controlled so as to reach the rotational speed of the turbine. Thus, ECU10 comprises a turbine rotation speed control means.

  The ECU 10 is connected to an on-off valve 8A provided in the bypass passage 8. The ECU 10 adjusts the supercharging pressure in the turbocharger 2 by performing opening / closing control of the opening / closing valve 8A when performing pre-assist control.

  Furthermore, the ECU 10 corrects the first depression position based on the history of the relationship between the second depression amount arrival time and the pre-assist time. The ECU 10 constitutes a depression amount correcting means. In the present embodiment, the first depression position is corrected. However, the second depression position can be corrected, or both the first depression position and the second depression position can be corrected.

  Next, a control procedure in the control apparatus for an internal combustion engine according to the present embodiment will be described. In this control procedure, control that is performed while the vehicle is stopped will be described. FIG. 2 is a flowchart showing a control procedure in the control apparatus according to the present embodiment. As shown in FIG. 2, in the control apparatus according to the present embodiment, it is determined whether or not the vehicle speed is 0 (S1). Whether the vehicle speed is 0 is determined based on the vehicle speed output from the vehicle speed sensor 17. As a result, when it is determined that the vehicle speed is not 0 and the vehicle is traveling, the process returns to step S1, and the determination in step S1 is repeated until the vehicle speed becomes 0. At this time, the indicator lamp 13 is turned off.

  On the other hand, when it is determined that the vehicle speed is 0 and the vehicle is stopped, it is determined whether or not the pre-assist switch 12 is ON (S2). Whether or not the pre-assist switch 12 is ON is determined based on whether or not the pre-assist switch 12 is operated and reception that the pre-assist control is necessary is performed.

  As a result, if it is determined that the pre-assist switch is not ON, the process returns to step S1, and the determination in step S1 is repeated until the vehicle speed becomes zero. On the other hand, if it is determined that the pre-assist switch is ON, it is determined whether or not the assist permission signal is ON (S3). The assist permission signal is turned on and off based on the charged amount of the battery 20 output from the charged amount sensor 22. If the stored amount of the battery 20 output from the stored amount sensor 22 is equal to or greater than a predetermined reference value, the process proceeds to step S4 if it is determined that the assist permission signal is ON. If it is determined that the stored amount of the battery 20 is less than the predetermined reference value and the assist permission signal is not ON, the supercharging assist cannot be performed, so the indicator lamp blinks (S9). The pre-assist is prohibited (S10), and the control is terminated.

  In step S4, it is determined whether or not the selector position is located in any of the neutral range, reverse range, and parking range (S4). As a result, if it is determined that the vehicle is located in any of the neutral range, reverse range, and parking range, the driver is not willing to drive the vehicle, so there is no pre-assist situation. The indicator lamp blinks (S9), the pre-assist control is prohibited (S10), and the control is terminated.

  On the other hand, if it is determined that the selector position is not in any of the neutral range, reverse range, and parking range, it is determined whether or not the accelerator pedal 9 is in the pre-assist position (S5). Whether or not the accelerator pedal 9 is in the pre-assist position is determined by the depression amount of the accelerator pedal 9 output from the accelerator position sensor 11, and the depression amount of the accelerator pedal 9 is the same as the first depression position or the first depression position. When the position is larger than the depressed position and smaller than the second depressed position and the second depressed position, it is determined that the pre-assist position is present. In addition, when the accelerator depression amount is smaller than the first depression position (including the case where the depression amount is 0) and when the accelerator depression amount is the same as or larger than the second depression position, the pre-assist position is Judge that there is no.

  As a result of the determination in step S5, if it is determined that the accelerator pedal 9 is not in the pre-assist position, it is considered that the driver does not intend to drive the vehicle. It blinks (S9), prohibits the pre-assist control (S10), and ends the control. On the other hand, if it is determined that the vehicle is in the pre-assist position, it is determined whether the brake or the parking brake is ON (S6). Whether the brake is ON is determined based on a brake signal output from the brake sensor 16. Whether the parking brake is ON is determined based on the parking brake signal output from the parking brake sensor 14.

  As a result, if it is determined that neither the brake nor the parking brake is ON, the driver wants to start the vehicle immediately. It blinks (S9), prohibits the pre-assist control (S10), and ends the control. On the other hand, if it is determined that either the brake or the parking brake is ON, the indicator lamp is turned on (S7), and pre-assist control is executed (S8).

  In the pre-assist control, the ECU 10 outputs a power supply signal to the power converter 21 and supplies the electric power of the battery 20 to the electric motor 5. The electric motor 5 is operated by the electric power supplied from the battery 20 to rotate the turbine 3 and supply the supercharged air to the engine 1. Here, in the pre-assist control, the ECU 10 sets the rotational speed of the turbine 3 to the pre-assist completed state when the pre-assist time has elapsed based on the history of the relationship between the second depression amount arrival time and the pre-assist time. The rotational speed of the turbine 3 is controlled so as to reach the rotational speed of the turbine.

  Further, when it is difficult to control the rotational speed of the turbine 3 so that the rotational speed of the turbine 3 reaches the rotational speed of the turbine in the pre-assist completed state when the pre-assist time has elapsed, the bypass is used. The supercharging pressure of the turbocharger 2 is adjusted by opening / closing the on-off valve 8A formed in the passage 8. By adjusting the supercharging pressure, surge avoidance can be suitably performed, and pre-assist control can be performed with higher accuracy.

  As described above, in the control apparatus for an internal combustion engine according to the present embodiment, it is determined whether or not the accelerator pedal 9 is in the pre-assist position and the pre-assist control is performed. Now, the relationship between the depression amount of the accelerator pedal 9 and the output signal from the accelerator position sensor 11 is shown in FIG. The position where the amount of depression of the accelerator pedal 9 is 0 is the non-depression position L0, and before the amount of depression of the accelerator pedal 9 reaches the first depression position L1, both the accelerator position signal P1 and the pre-assist position signal P2 are the accelerator positions. There is no output from the sensor 11 to the ECU 10.

  When the depression amount of the accelerator pedal 9 increases and reaches the first depression position L1, a pre-assist position signal P2 is output from the accelerator position sensor 11 to the ECU 10. Thereafter, when the depression amount of the accelerator pedal 9 further increases and reaches the second depression position L2, the pre-assist position signal P2 is continuously output and the accelerator position corresponding to the depression amount of the accelerator pedal 9 is obtained. Signal P1 is output to ECU10.

  Therefore, in the ECU 10, pre-assist is performed at a stage before reaching the second depression position where the acceleration request to the vehicle is made by depressing the accelerator pedal 9 to a position exceeding the first depression position. Accordingly, since the pre-assist control is performed before reaching the second depression position where the acceleration request is made, a sufficient boost pressure can be applied to the engine 1 when the acceleration request is started.

  Further, in order to perform the pre-assist control, it is necessary to depress the accelerator pedal 9 not only to depress the accelerator pedal 9 but also to a position exceeding the first depressing position. For this reason, a driver who desires pre-assist control can perform pre-assist control by intentionally depressing the accelerator pedal 9 to a position exceeding the first depressing position.

  Further, when the accelerator pedal 9 is operated to a position exceeding the first depression position where the pre-assist control is started, the spring force is increased by the depression force adjusting mechanism 9A, and the reaction force against the depression is increased. Here, the relationship between the depression amount of the accelerator pedal 9 and the spring force of the depression force adjusting mechanism 9A is shown in FIG. When the depression amount of the accelerator pedal 9 is between the non-depression position L0 and the first depression position L1, the spring force in the depression force adjusting mechanism 9A increases with an increase in the depression amount with the first portion F1 having a constant inclination. . Subsequently, the spring force in the depression force adjusting mechanism 9A while the depression amount of the accelerator pedal 9 is in the first depression position L1 to the second depression position L2 is determined by the second portion F2 having a larger inclination than the first portion F1. It increases with the increase. For this reason, since the spring force that opposes the pedaling force is increased at the first depression position L1, the driver can recognize that the depression amount of the accelerator pedal 9 has reached the first depression position L1. Therefore, the driver can recognize the start of the pre-assist control by the spring force received from the accelerator pedal 9. Furthermore, when the accelerator pedal 9 is depressed to a position exceeding the first depression position and the pre-assist control is started, the indicator lamp 13 is turned on to notify the start of the pre-assist control. The driver can recognize the start of the pre-assist control also by the display of the indicator lamp 13.

  In addition, the spring force in the pedal effort adjusting mechanism 9A when the depression amount of the accelerator pedal 9 is larger than the second depression position L1 has a third portion F3 having a larger inclination than the second portion F2, and the depression amount increases. To increase. For this reason, the spring force that opposes the depression force is further increased with the second depression position L2 as a boundary, so that the driver can recognize that the depression amount of the accelerator pedal 9 has reached the second depression position L2. Therefore, the driver can recognize the start of the acceleration request by the spring force received from the accelerator pedal 9.

  Moreover, when performing the pre-assist control, it is a condition that the amount of electricity stored in the battery 20 exceeds the reference value, thereby preventing an excessive burden on the battery 20 and causing trouble such as an insufficient amount of electricity stored in the battery 20. It can be avoided. Furthermore, in performing pre-assist control, it is a condition that the pre-assist switch 12 is ON. For this reason, pre-assist can be stopped according to the driver's request, and the amount of wasted energy consumption can be reduced.

  Next, a second embodiment of the present invention will be described. As a control device for an internal combustion engine according to the present embodiment, a control device mounted on a so-called manual transmission (MT) vehicle will be described.

  In the control device for an internal combustion engine according to the present embodiment, a gear position sensor and a clutch sensor are provided instead of the shift lever sensor in the first embodiment. About another point, it has the structure similar to said 1st embodiment.

  The gear position sensor in the control device according to the present embodiment is attached to a shift lever provided in the vehicle interior, and detects whether or not the selector position of the shift lever is at the first speed (1st). When the gear position sensor detects that the gear position is at 1st, it outputs a 1st position signal to the ECU. The clutch sensor is attached to a clutch pedal provided in the vehicle interior, and detects an operation amount of the clutch pedal and detects whether or not the clutch is disengaged. When detecting that the clutch is disengaged, the clutch sensor outputs a clutch disengagement signal to the ECU.

  Next, a control procedure in the control device according to the present embodiment will be described. FIG. 4 is a flowchart showing a control procedure in the control apparatus according to the present embodiment. As shown in FIG. 2, in the control apparatus according to the present embodiment, it is determined whether or not the vehicle speed is 0 (S11). As a result, if it is determined that the vehicle speed is not 0, the process returns to step S1, and the determination in step S1 is repeated until the vehicle speed becomes 0. If it is determined that the vehicle speed is 0, the pre-assist switch is turned on. It is determined whether or not (S12). As a result, if it is determined that the pre-assist switch is not ON, the process returns to step S1, and the determination in step S1 is repeated until the vehicle speed becomes zero. On the other hand, if it is determined that the pre-assist switch is ON, it is determined whether or not the assist permission signal is ON (S13). As a result, if it is determined that the assist permission signal is not ON, supercharging assistance cannot be performed, so the indicator lamp blinks (S20), pre-assist is prohibited (S21), and control is performed. finish. Up to this point, the same procedure as in the first embodiment is performed.

  Next, when it is determined in step S13 that the assist permission signal is ON, it is determined whether or not the selector position is in the first speed (1st) (S14). Whether or not the selector position is in the first speed is determined based on whether or not the 1st position signal is output from the gear position sensor. As a result, if it is determined that the selector position is not in the first speed (1st), it can be determined that the driver does not desire pre-assist control, so the indicator lamp blinks (S20), The assist control is prohibited (S21), and the control is terminated.

  On the other hand, if it is determined that the selector position is the first speed (1st), it is determined whether or not the accelerator pedal is in the pre-assist position (S15). Whether the accelerator pedal is in the pre-assist position is determined in the same manner as in the first embodiment. As a result, if it is determined that the accelerator pedal is not in the pre-assist position, it is considered that the driver does not intend to drive the vehicle, and therefore the indicator lamp blinks because there is no pre-assist situation (S20). Then, the pre-assist control is prohibited (S21), and the control is terminated.

  If it is determined that the accelerator pedal is in the pre-assist position, it is determined whether or not the brake is ON (S16). Whether the brake is ON is determined based on a brake signal output from the brake sensor. As a result, when it is determined that the brake is not turned on, the driver wants to start the vehicle immediately, and therefore, since there is no pre-assist situation, the indicator lamp blinks (S20), The pre-assist control is prohibited (S21), and the control is terminated.

  On the other hand, if it is determined that the brake is ON, it is determined whether or not the clutch is disengaged (S17). Whether or not the clutch is disengaged is determined based on whether or not a clutch disengagement signal is output from the clutch sensor.

  As a result, if it is determined that the clutch is not disengaged, it is considered that the driver does not request pre-assist, and therefore the pre-assist state is not present, so the indicator lamp blinks (S20), The pre-assist control is prohibited (S21), and the control is terminated. On the other hand, if it is determined that the clutch is disengaged, the indicator lamp is turned on (S18), and pre-assist control is executed (S19). Normally, when the vehicle is stopped, the clutch is in a disengaged state, so that the determination in step S17 can be omitted.

  Thus, when it is determined that pre-assist is to be executed, pre-assist is performed by the same procedure as in the first embodiment. Thus, even in a manual transmission vehicle, a sufficient boost pressure can be supplied to the engine at the acceleration start point when the vehicle accelerates.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the pre-assist is performed only when the vehicle speed is 0. However, for example, the pre-assist may be performed when the vehicle speed is a low vehicle speed lower than a predetermined speed.

It is a block block diagram of the control apparatus of the internal combustion engine which concerns on 1st embodiment. It is a flowchart which shows the control procedure in the control apparatus which concerns on 1st embodiment. (A) is a graph which shows the relationship between the depression amount of an accelerator pedal, and the output signal from an accelerator position sensor now, (b) is a graph which shows the relationship between the depression amount of an accelerator pedal, and the spring force of a depression force adjustment mechanism. . It is a flowchart which shows the control procedure in the control apparatus which concerns on 2nd embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Turbocharger, 3 ... Turbine, 4 ... Compressor, 5 ... Electric motor, 6 ... Exhaust pipe, 7 ... Intake pipe, 8 ... Bypass passage, 8A ... On-off valve, 9 ... Accelerator pedal, 9A ... Treading force Adjustment mechanism, 11 ... accelerator position sensor, 12 ... pre-assist switch, 13 ... indicator lamp, 14 ... parking brake sensor, 15 ... shift lever sensor, 16 ... brake sensor, 17 ... vehicle speed sensor, 20 ... battery, 21 ... power conversion 22, a storage amount sensor.

Claims (7)

In a control device for an internal combustion engine that controls an internal combustion engine, comprising: a supercharger disposed on an intake passage mounted on a vehicle; and a supercharging assist mechanism that performs supercharging assist for the supercharger. ,
Depression amount detection means for detecting the depression amount of the accelerator pedal,
Supercharging assist control means for controlling the supercharging assist mechanism based on the depression amount of the accelerator pedal detected by the depression amount detection means,
The supercharging assist control means includes
Pre-assist start means for causing the assist mechanism to start pre-assist when a first depression amount is detected by the depression amount detection means;
An acceleration request start means for starting an acceleration request to the internal combustion engine when a second depression amount larger than the first depression amount is detected by the depression amount detection means;
Have
The supercharging assist control means performs a second assist amount arrival time from when the first depression amount is detected until the second depression amount is detected and a pre-assist by the assist mechanism by the pre-assist start means. The relationship with the pre-assist time , which is the time from when the supercharger is actually started to the pre-assist completed state where the pre-assist mechanism is sufficiently supercharged before the start point of the acceleration request by the pre-assist mechanism The amount of depression correction for correcting at least one of the first depression amount and the second depression amount so as to be in the pre-assist completion state before the acceleration request by the acceleration request start means is started based on the history of A control device for an internal combustion engine, further comprising means. In a control device for an internal combustion engine that controls an internal combustion engine, comprising: a supercharger disposed on an intake passage mounted on a vehicle; and a supercharging assist mechanism that performs supercharging assist for the supercharger. ,
Depression amount detection means for detecting the depression amount of the accelerator pedal,
Supercharging assist control means for controlling the supercharging assist mechanism based on the depression amount of the accelerator pedal detected by the depression amount detection means,
The supercharging assist control means includes
Pre-assist start means for causing the assist mechanism to start pre-assist when a first depression amount is detected by the depression amount detection means;
An acceleration request start means for starting an acceleration request to the internal combustion engine when a second depression amount larger than the first depression amount is detected by the depression amount detection means;
Have
The supercharging assist mechanism is a supercharging assist mechanism that assists the turbine rotation speed of the turbine in the supercharger with electric energy ,
The supercharging assist control means further includes a turbine speed control means for controlling the turbine speed of the turbine,
The turbine rotation speed control means performs pre-assist by the assist mechanism by the pre-assist start means and the second depression amount arrival time from when the first depression amount is detected until the second depression amount is detected. The relationship with the pre-assist time , which is the time from when the supercharger is actually started to the pre-assist completed state where the pre-assist mechanism is sufficiently supercharged before the start point of the acceleration request by the pre-assist mechanism Based on this history, the rotation speed of the turbine is set to the pre-assist completion time during the pre-assist completion state so that the pre-assist completion state is reached before the acceleration request by the acceleration request start means is started. A control device for an internal combustion engine, wherein the rotational speed of the turbine is controlled so as to reach the rotational speed of the turbine in a state.   The control device for an internal combustion engine according to claim 1 or 2, further comprising pre-assist notification means for notifying the start of pre-assist when the first depression amount is reached. It further comprises a stop instruction detecting means for detecting a pre-assist stop instruction,
The supercharging assist control means further includes pre-assist stopping means for stopping pre-assist when the stop instruction detecting means detects a stop instruction after the first depression amount is detected. The control device for an internal combustion engine according to any one of items 3 to 4. It further comprises pre-assist accepting means for accepting the necessity of pre-assist control of the driver,
The internal combustion engine according to any one of claims 1 to 4, wherein the supercharging assist control means stops the pre-assist when the pre-assist accepting means accepts a pre-assist unnecessary instruction. Control device. In a control device for an internal combustion engine that controls an internal combustion engine, comprising: a supercharger disposed on an intake passage mounted on a vehicle; and a supercharging assist mechanism that performs supercharging assist for the supercharger. ,
Depression amount detection means for detecting the depression amount of the accelerator pedal,
Supercharging assist control means for controlling the supercharging assist mechanism based on the depression amount of the accelerator pedal detected by the depression amount detection means,
The supercharging assist control means includes
Pre-assist start means for causing the assist mechanism to start pre-assist when a first depression amount is detected by the depression amount detection means;
An acceleration request start means for starting an acceleration request to the internal combustion engine when a second depression amount larger than the first depression amount is detected by the depression amount detection means;
Have
The supercharging assist mechanism is a supercharging assist mechanism that assists the turbine rotation speed of the turbine in the supercharger with electric energy ,
Between the internal combustion engine and the supercharger, a bypass passage is formed to reduce supercharging pressure by the supercharger,
The control device for an internal combustion engine, wherein the pre-assist is performed by increasing a turbine rotational speed in the supercharger and opening control of the bypass passage.   The control of the internal combustion engine according to any one of claims 1 to 6, wherein the supercharging assist mechanism is a motor assist mechanism that includes a motor and rotates a turbine in the supercharger by rotation of the motor. apparatus.

Images