JPH01277654A - Control device for engine with exhaust turbosupercharger - Google Patents

Abstract

PURPOSE:To prevent an exhaust turbosupercharger from decreasing its speed by delaying the ignition timing by a timing changing means or early opening an exhaust port when an operative condition is in a direction of decreasing exhaust gas energy. CONSTITUTION:A control unit 10, being based on signals from an engine speed sensor 7, throttle opening sensor 8 and a clutch position sensor 9, delays ignition timing of a spark plug 12 by an igniter 11 when am engine is in deceleration or when a clutch is disconnected. Thus delaying an explosion stroke, a pressure in a cylinder 1 is maintained to a certain high value when an exhaust port 2 is opened, and supplying exhaust gas with a considerable amount of energy to a turbine 5 of an exhaust turbosupercharger 4, a compressor 6 maintains its rotation at a high speed. Thus enhancing a follow-up quality of the exhaust turbosupercharger in the transfer time to a high speed, the improvement of acceleration performance can be contrived.

Description

Detailed Description of the Invention (Industrial Application Field) This invention applies to an engine with an exhaust turbo supercharger, in which a clutch (hereinafter simply referred to as a clutch) in a transmission is used when the engine is decelerating or when the accelerator is not depressed. ), when the exhaust port is opened, the exhaust gas energy is insufficient when the exhaust port is opened, and the rotation of the turbine of the exhaust turbocharger becomes insufficient, resulting in a decrease in the tracking ability of the exhaust turbocharger during high-speed transition. This is a control device for an engine equipped with an exhaust turbo supercharger that prevents the engine from impairing acceleration performance.

(Prior Art) Conventionally, in order to prevent the rotation of the exhaust turbo supercharger from decreasing due to lack of exhaust gas energy when the exhaust port is opened when the vehicle is running at low speed, for example, Japanese Patent Laid-Open No. 62-223
As shown in Publication No. 419, the exhaust passage leading to the turbine nozzle is branched into two paths, one branch passage is provided with a valve that can be opened and closed, and when exhaust gas energy is insufficient, this valve is closed and only the other branch passage is opened. There is a known system in which the rotation of the exhaust turbo supercharger is increased by passing exhaust gas through the engine to increase the flow rate of the exhaust gas, thereby quickly following the transition to high speed and maintaining high acceleration performance.

However, since the above-described conventional method of narrowing the exhaust passage does not increase the amount of exhaust gas, there is a problem that the acceleration followability cannot be sufficiently satisfied.

(Object of the Invention) In order to solve the above-mentioned conventional problems, the present invention aims to increase the exhaust gas energy when the exhaust port is opened (by increasing the exhaust gas energy when the exhaust port is open) when the engine rotates at low speed or when the clutch is not engaged. A control device for an engine equipped with an exhaust turbo supercharger that maintains the rotation of the supercharger at a reasonable level and improves the tracking ability of the exhaust turbo supercharger during high-speed transitions to improve acceleration performance. The purpose is to provide the following.

(Structure of the Invention) To achieve the above-mentioned object, this invention rotates a turbine using exhaust gas from an engine and supercharges intake air by a compressor provided coaxially with the turbine and driven by the turbine. In an engine equipped with a feeder, a timing changing means for changing either the ignition timing or the exhaust port opening timing, and an operating state for detecting a deceleration state of the engine or a disengaged state of a clutch in the transmission. a detection means; and a control means that receives an output from the operating state detection means and controls the timing change means so as to shorten the period from the ignition timing to the opening timing of the exhaust port during deceleration or when the clutch is not engaged. This is a control device for an engine equipped with an exhaust turbo supercharger.

According to the above-mentioned control device for an engine with an exhaust turbo supercharger, when the vehicle is decelerating or when the clutch is not engaged, the engine output is not required much. The idea is to increase the blowdown energy of the exhaust gas by using a portion of the energy that should be generated, and to maintain the rotation of the exhaust turbo supercharger at the required height. By delaying or opening the exhaust port earlier, the combustion process is shortened and the exhaust port is opened at a time when the pressure in the cylinder is still high.
Exhausts high-energy exhaust gas when the exhaust valve opens,
This high-energy exhaust gas keeps the rotation of the exhaust turbo supercharger above a certain level, and even when the engine is decelerating or the clutch is disengaged, the rotation of the exhaust turbo supercharger can be maintained at a high level. This improves followability during high-speed transition and improves acceleration performance.

(Embodiments) The present invention will be described in detail below based on first to sixth embodiments shown in the drawings. In each embodiment, the same components are given the same reference numerals.First embodiment (ignition timing change method) In this first embodiment, the ignition timing is delayed when the engine is decelerating or when the clutch is disengaged. By doing so, the explosion process is delayed, and when the exhaust port is opened, the pressure inside the cylinder is high enough that the exhaust gas is discharged with considerable energy, and this exhaust energy causes the rotation of the exhaust turbo supercharger to a considerable extent. This aims to improve acceleration performance by maintaining high speed and increasing the tracking ability of the exhaust turbo supercharger during high speed transition.

Figure 1 shows the main parts of an engine exhaust structure equipped with an exhaust turbo supercharger. (1) is a cylinder, and a 4-cylinder engine has two exhaust ports (2) (2). A turbine (5) of an exhaust coupe supercharger (4) is provided in the exhaust passage (3), and a compressor (6) is provided on the shaft of this turbine (5), which is rotated by the energy of the exhaust gas. A compressor (6) is driven by a turbine (5) that drives a cylinder (1).
The function is to supercharge fuel to increase acceleration.

Figure 2 shows the change in the energy of exhaust gas when the engine is decelerating or the clutch is disengaged, when the ignition timing is delayed from the normal ignition timing, and when the ignition timing is ignited at the normal ignition timing. , exhaust gas energy (IE) at normal ignition timing (8) before the crank angle reaches top dead center (U), and exhaust gas energy (IE) at normal ignition timing (8) before the crank angle reaches top dead center (U); Exhaust gas energy (E) when delayed ignition timing (B) is delayed to a crank angle position beyond point (U)
), the ignition timing (B) is delayed by the difference (D).
In this case, the exhaust gas energy (E) is large.

Therefore, even when the engine is decelerating or the clutch is not engaged, it is possible to maintain the rotation of the turbine (5) at a high level and maintain the followability of the exhaust turbo supercharger during high-speed transitions, thereby improving acceleration performance. It is possible.

In order to delay the above ignition timing, as shown in the control block diagram of FIG. The detected information is input to the control unit 0 (1), which is a control means, and this control unit θ0) calculates the deceleration state of the engine or the disengaged state of the clutch, and outputs the information to the igniter θI, which is a means for changing the ignition timing. ) to delay the ignition timing of the spark plug 02+.

Note that the second and third embodiments, which will be described later, are similar to the first embodiment.
The exhaust boat opening timing changing method shown in the embodiment may also be used.

The control of the operations described above will be described later in the explanation of the flowchart shown in FIG. 18.

Second Embodiment (Cam Select Type Exhaust Port Opening Timing Changing System) This second embodiment is based on the exhaust turbo supercharger (4
), the engine is equipped with two types of exhaust valve cams, one for normal and one for early opening, and the exhaust valve cam for normal opening operates during steady or accelerating operation, while the exhaust valve cam for normal opening operates during engine deceleration or when the clutch is closed. The exhaust valve cam is selected so that the exhaust valve cam for early valve opening operates when disconnected, and by opening the exhaust valve earlier than normal opening, the exhaust gas energy during blowdown is increased and the exhaust turbo is activated. The purpose is to maintain the rotation of the supercharger (4) at a reasonably high speed and improve the followability of the exhaust turbo supercharger (4) during high-speed transition, thereby improving acceleration performance.

The device for switching the exhaust port between normal valve opening and early valve opening is illustrated in Figures 4 to 7. Figure 4 is a vertical cross section of the valve mechanism, and Figure 5 is the valve mechanism on the exhaust valve side. Details of the mechanism, FIG. 6 is a plan view of the exhaust valve operating mechanism seen from above in FIG. 5, and FIG. 7 is an explanatory diagram of the control device for switching between normal opening and early opening of the exhaust valve. It is.

In the figure, (2) is an exhaust port, and (21) is an intake boat, each of which is provided with an exhaust valve (22) and an intake valve (23) that can be opened and closed. This exhaust port (2), exhaust valve (22), intake valve (21), and intake valve (23)
) are arranged in each cylinder.

(24) is a camshaft, and this camshaft (24) has two normally open exhaust valve cams (25a) and (25b) per cylinder, as shown in Fig. 2
One early opening exhaust valve cam (26) having a larger cam profile than 5a) (25b) and two intake valve cams (27a) and (27b) are arranged with a predetermined phase.

Above the camshaft (24), an exhaust valve rocker shirt (2B) and an intake valve rocker shaft (29) are arranged parallel to the camshaft (24). This exhaust valve rocker shirt (2B) has two rocker arms (30) (31) for normal valve opening driven by exhaust valve cams (25a) (25b) for normal valve opening, and one for early valve opening. One rocker arm (32) for early valve opening driven by the exhaust valve cam (26) is provided, among which rocker arms (30) (31) for normal valve opening are provided.
) of the camshaft side ends (30a) (31a) are the rollers (3
3) through the normally open exhaust valve cam (25a) (25
b) and is in rolling contact with the valve side end (30
b) (31b) is a hydraulic runsure adjuster (34
) is in contact with the pulp stem (22a) of the exhaust valve (22). On the other hand, the early valve opening rocker arm (32) located above the early valve opening exhaust valve cam (26) is activated when the vehicle decelerates or the clutch is disengaged. As shown, it is placed between the normal valve opening rocker arms (30) and (31), and the camshaft side end (32a) of the early valve opening rocker arm (32) is the slipper. (35), it is in sliding contact with the early opening exhaust valve cam (26), and the outlet end (32b) is not directly connected to the exhaust valve (22), but is hydraulically operated. Connected to normal valve opening rocker arms (30) (31) via a cam select device (36),
The exhaust valve (
22) is configured to open and close.

This hydraulic cam select device (36) is shown in Figures 6 and 7.
As shown in the figure, early opening valve Kawaguchi/Nker arm (32)
A hydraulic chamber (37) is opened in the starting end (32b) of the normal valve opening rocker arm (30) (31) toward the side facing the early valve opening rocker arm (32). , select pin (38) (38) from both openings.
is slidably inserted with its tip (38a) facing the opening.

On the other hand, a select bin (38) ( Fitting hole (39) for fitting 38)
(39) are provided respectively, and this insertion hole (39) is provided respectively.
9) Inside (39) is a return spring (40) (
Receivers (41) (41) in the form of cylindrical caps are slidably inserted into the receivers (41) (41), which are biased toward the opening by the receivers (41) (40), and the select pin (38). (38) tip (38a) (
38a) are in constant contact with each other.

In the hydraulic chamber (37), normally, the hydraulic pump (42) shown in FIG. 7 passes through the switching valve (43), and the hydraulic chamber (
Low-pressure oil is acting through the low-pressure side (PT) shown by the dashed line of the hydraulic circuit (44) leading to , the tip of the select bin (38) is located in the gap between the early valve opening rocker arm (32) and the normal valve opening rocker arm (30) (31).

In this state, the rocker arm (30) for normal valve opening (3
1) and the early valve opening rocker arm (32) are not connected by the select pin, and only the normal valve opening rocker arm (30) (31) is connected to the normal valve opening exhaust valve cam (25a) ( 25b) to open the exhaust valve (22
) are opened and closed at the normal timing.

From the second state, one of the engine speed sensor (7), throttle opening sensor (8), and clutch position sensor (9) detects the deceleration state of the engine or the disengaged state of the clutch and sends a signal. is input to the control unit θω, and this control unit 0ω issues a command to switch the switching valve (43) from the low pressure side (PL) to the high pressure side (PM) shown by the broken line, thereby changing the high pressure side (P)I). High pressure oil acts on the hydraulic chamber (37) from the hydraulic circuit (44). Then, the equilibrium state between the hydraulic pressure and the return spring (40) is broken, and the high pressure oil moves the select pin (38) (38) to the return spring (40).
(40) and push it out against the elasticity of the rocker arm (30) (31) for normal valve opening.
) from the tip (38a) as shown in FIG.
) (38) and swings by the early valve opening exhaust valve cam (26).
The movement of 2) normally causes the valve opening rocker arm (30) (3
1) and the lash adjuster (34) to open the exhaust valve (22) earlier than the normal valve opening by the larger cam profile. At this time, the exhaust valve cam for normal valve opening (
25a) (25b) is an early opening exhaust valve cam (26
), the normal valve opening rocker arm (30) operates in conjunction with the early valve opening rocker arm (32) using the large early opening exhaust valve cam (26). (31) cannot be driven and becomes irrelevant.

In this way, if the engine exits from the early valve opening state, decelerates the engine or disengages the clutch, and shifts to the steady or accelerated operating state, the engine speed sensor (force, throttle opening sensor (8), clutch One of the position sensors (9) detects this and inputs the information to the control unit 00), and the switching valve (
43) to the low pressure side (PL) shown by the opposite dashed line and low pressure oil is applied from the hydraulic circuit (44) to the hydraulic chamber (37), the select bin (38) is moved by the elasticity of the return spring (40). is pushed back from the fitting hole (39) and returned to the original position where the low hydraulic pressure and the elasticity of the turn spring (40) are in balance, that is, the rocker arms (30) and (31) for normal valve opening and the early stage. Insert the tip of the select pin (38) into the gap with the valve opening rocker arm (32).
38a), the connection between the normal valve opening rocker arm (30) (31) and the early valve opening rocker arm (32) is severed, and the normal valve opening rocker arm (30) (31) is the normally open exhaust valve cam (25a)
(25b) is activated to return to the original steady operation or accelerated operation state. (45) indicates an oil pan.

FIG. 8 is a diagram showing the opening and closing states of the intake and exhaust ports in the cam select type exhaust boat opening timing change method according to the second embodiment, and the opening and closing of the intake and exhaust ports during steady operation is shown by a solid line. When the engine is decelerating or the clutch is disengaged, the exhaust port (2) opens earlier as shown by the broken line ((T) and opens longer and wider as shown by the dotted line). .

In this way, when the exhaust port (2) is opened early, the combustion process is in progress in the cylinder at that time, and therefore the exhaust gas energy during blowdown is large. Figure 9 shows normal exhaust port open (A) and early exhaust port open (A).
Early exhaust boat opening (B) is larger by the difference (D) in exhaust gas energy (E) from B).

Therefore, if the timing of opening the exhaust port is advanced, large exhaust energy can be used to maintain the rotation of the exhaust turbocharger (4) of the engine shown in Fig. It is possible to improve the followability of the feeder and improve acceleration performance.

In the above explanation, the engine rotation speed sensor (7),
The throttle opening sensor (8) and the clutch position sensor (9) correspond to the operating state detection means, the control unit 0ω corresponds to the control means, and the early valve opening exhaust valve cam (26) and the early valve opening The rocker arm (32), slipper (35), and cam select device (36) correspond to timing changing means.

Note that the ignition timing changing method shown in the first embodiment described above may be used in combination with this second embodiment.

The control of the operation described above will be explained in detail in the explanation of the flowchart shown in FIG. 18, which will be described later.

Third Embodiment (Cam Slide Type Exhaust Port Opening Timing Changing Method) This third embodiment is applicable to an engine equipped with an exhaust turbo supercharger (4) shown in FIG. 1, as in the second embodiment. , when the engine is decelerating or the clutch is disengaged, the exhaust valve is opened earlier than the normal valve opening, thereby increasing the exhaust gas energy during blowdown and rotating the exhaust turbo supercharger a (4). The objective is to maintain a relatively high speed and improve the follow-up performance of the exhaust turbo supercharger (4) during high-speed transition, thereby improving acceleration performance. They are different.

In other words, when the engine is decelerating or the clutch is disengaged, the exhaust valve cam opens the exhaust valve earlier than normal (
This slides the exhaust valve camshaft in the rotational direction.

The following description will be made based on FIGS. 10, 11, and 12.

Figure 10 shows a vertical cross section of the valve mechanism. The cylinder (1) is formed with an exhaust port (2) and an intake boat (21) that communicate with each other, and each has an exhaust valve (22) and an intake boat (21). An intake valve (23) is provided so as to be openable and closable.

Two exhaust ports (2), two exhaust valves (22), two intake boats (21), and two intake valves (23) are provided in the cylinder (1).

(24a) is the exhaust valve camshaft, and (24b) is the intake valve camshaft, which connects the respective exhaust valves (22) (22) and intake valves (22).
3) The number of exhaust valve cams (25) corresponding to (23) and
and an intake valve cam (27).

The valve stem (22a) of the exhaust valve (22) and the intake valve (
The base end of the valve stem (23a) of 23) is connected to the exhaust valve cam (25) via tappets (50) and (51), respectively.
) and the intake valve cam (27).

Figure 11 shows a configuration in which the exhaust valve camshaft (24a) is slid in the rotational direction, and the exhaust valve camshaft (24a) and intake valve camshaft (24b), which are parallel to each other, are driven by engine power. Although the power transmission mechanism is not directly related to the present invention, illustration thereof is omitted.

(52) is a cam slide device, and the exhaust valve cam Idl (2
4a) and the end of a drive shaft (54) that is disposed coaxially with this exhaust valve camshaft (24a) and is provided with a sprocket (53) driven by engine power. A coupling sleeve (55) is provided, and this coupling sleeve (55) is formed with internal teeth. They mesh with spiral external teeth formed on opposite ends.

Furthermore, the cam slide device (52) includes a lever (56) that moves the coupling sleeve (55) in the axial direction of the exhaust valve camshaft (24a) and the drive shaft (54). ), the coupling sleeve (55) is connected to the exhaust valve camshaft (24a) and the drive shaft (
54), that is, in the vertical direction in FIG. 10, the exhaust valve camshaft (24a) moves toward the drive shaft (
54), thereby causing
The phase of the rotation direction of the exhaust valve camshaft (24a) is the same as that of the drive shaft (5).
There will be a slight deviation from the phase in the rotational direction of 4).

As a result, the exhaust valve cam (2) on the exhaust valve camshaft (24a)
The phase of the rotation direction of 5) also slides, and the exhaust valve (22)
The timing of opening and closing will change.

The lever (56) is driven by an actuator (57), and this actuator (57) is actuated by a command from the control unit 00, and this control unit (GO) is controlled by the engine rotational speed as in the second embodiment. Sensor (7), throttle opening sensor (8)
, inputs the information detected by the clutch position sensor (9), calculates it, and issues a command to the actuator (57).
This is operated to slide the exhaust valve camshaft (24a) in the rotational direction to control the opening/closing timing of the exhaust valve (22).

With the above configuration, the opening/closing timing of the exhaust valve (22) is slid to the faster side when the vehicle is decelerating or the clutch is disengaged, and the opening/closing timing is returned to the normal opening/closing timing during steady operation or acceleration. FIG. 3 is a diagram showing the opening and closing states of the intake and exhaust boats in the cam slide type exhaust boat opening timing changing method according to the third embodiment, in which the state is shown by the solid line during steady operation or acceleration operation, and the state is shown by the solid line when the engine is decelerating or When the clutch is disengaged, the exhaust boat (2) opens (T) earlier than the normal exhaust boat opens, as shown by the broken line.

The effects of opening the exhaust boat early in this way are as follows:
This is the same as described in the second embodiment.

In the above explanation, the engine rotation speed sensor (7),
The throttle opening sensor (8) and the clutch position sensor (9) correspond to the driving state detection means, the control unit 0ω corresponds to the control means, and the cam slide device (52) corresponds to the timing change means. be.

Note that the ignition timing changing method shown in the first embodiment described above may be used in combination with this third embodiment.

The control of the operation described above will be explained in detail in the explanation of the flowchart shown in FIG. 18, which will be described later.

Fourth Embodiment (Independent 2 Exhaust Point System) This fourth embodiment uses an engine equipped with an exhaust turbo supercharger (4) shown in FIG.
1) is equipped with a first exhaust boat (2P) and a second exhaust boat (2S) that have different opening and closing timings, respectively, and the ignition timing changing method of the first embodiment or the third The cam slide type exhaust boat opening timing changing method of the embodiment is implemented alone or in combination.

The following will explain based on FIGS. 13, 14, and 15. Figure 13 shows the main part of the exhaust structure of an engine equipped with an exhaust turbo supercharger (4) and two independent exhaust boats.
) and the second exhaust bow (2S) are independently provided, the first exhaust bow (2P) opens early on the primary side, and the second exhaust bow (2S) opens early on the primary side on the secondary side. (The valve opening mechanism is simply by slightly shifting the phase of the exhaust valve cam, and is not shown in the figure.) The first exhaust passage (3P) and the second exhaust passage (3
S), and the first exhaust passage (3P) merges with the second exhaust passage (3S) before the exhaust turbo supercharger (4) to connect to the turbocharger side that drives the turbine (5). Passage (3P')
and a direct exhaust passage that does not pass through the exhaust turbo supercharger (4).
3P''), and this branch is equipped with a wastegate valve (60).

The first exhaust port (2P) opens a little earlier than the second exhaust boat (2S), so the high-temperature, high-pressure, high-energy exhaust passes through the first exhaust passage (3P) and the waste gate valve (6
0) fully opens the supercharger side passage (3P'), even if the engine is decelerating or the clutch is not engaged, the turbine (5) can be maintained at a reasonably high speed and the acceleration followability can be improved. can be increased.

However, during steady operation or acceleration operation, the first exhaust passage (
There is a risk that the exhaust gas passing through the 3P) will be large in volume, high temperature and high pressure, and the exhaust gas energy will become too much, causing the turbine to overheat. Therefore, the waste gate valve (60) is switched in the direction of the imaginary line to reduce the amount of high energy exhaust gas. This allows gas to escape directly to the exhaust passage (3P").

As shown in Fig. 14, the opening degree of the supercharger side passage (3P) of this waste gate valve (60) is fully open in the low engine speed and low torque range, half open in the medium speed and medium torque range M, and half open in the high engine speed and low torque range. , in the high torque range H, it is fully opened. For example, the opening/closing control of the waste gate valve (60) is performed by detecting the temperature of the exhaust gas passing through the first exhaust passage (3P) using a temperature sensor (not shown), and transmitting the temperature information to the control unit (not shown). The control unit performs arithmetic processing and commands an actuator (not shown) to open and close the actuator.

In the above configuration, if the ignition timing changing method shown in the first embodiment or the cam slide type exhaust boat opening timing changing method shown in the third embodiment is used alone or in combination, the deceleration state of the engine or the clutch -i exhaust gas energy can be increased when the engine is in the disconnected state, thereby improving the followability of the exhaust turbo supercharger (4) and further improving the acceleration performance during high-speed transition.

FIG. 15 is a diagram showing the opening and closing states of the intake and exhaust boats when the cam slide type exhaust boat opening timing change method of the third embodiment is implemented for this independent two-exhaust boat type engine. During steady operation or accelerated operation, the state is shown by the solid line, and when the exhaust boat is opened (P
) is the primary side of the first exhaust boat (2P), (S)
indicates the secondary side of the second exhaust boat (2S),
Timing (TI) indicates that the first exhaust bow) (2P) opens and closes earlier, and when the engine is decelerating or the clutch is disengaged, the first exhaust bow 1
- The third exhaust port (2P) and the third exhaust port (2S) are opened earlier by (T) than the normal exhaust port opening, as shown by the broken line in the second embodiment described above.

Fifth embodiment (independent two exhaust port system with exhaust passage volume) In the case of an engine equipped with an exhaust turbo supercharger, the turbine installed in the exhaust passage acts as exhaust resistance, and the upstream side of the turbine There is a problem that the pressure becomes high and the air delivery performance is inhibited.

In this fifth embodiment, in order to solve the above-mentioned problems, the first engine of the fourth embodiment shown in FIG.
For engines in which the exhaust passage (3P) has a large volume portion (70) as shown in FIG. The two timing change methods may be implemented singly or in combination.

That is, by providing the volume portion (70) in the first exhaust passage (3P), it is possible to induce large pulsations in the exhaust gas, and this pulsation with large pressure changes causes the turbine (5
) to reduce residual exhaust gas by increasing the exhaust efficiency of the upstream side of the A volume portion (70) is provided on the first exhaust passage (3P) side in order to utilize exhaust gas from the primary side, which has a large amount of energy.

The effect of implementing the ignition timing changing method of the first embodiment or the cam slide type exhaust port opening timing changing method of the third embodiment in this fifth embodiment, alone or in combination, is the same as that of the fourth embodiment. This is similar to the example.

Sixth embodiment (twin exhaust turbo supercharger system) This sixth embodiment is the first embodiment of the fourth embodiment described above.
As shown in Fig. 17, the engine with two independent exhaust ports shown in Fig. 3 is equipped with a small exhaust turbo supercharger (4a) in the first exhaust passage (3P) on the primary side, and a For a twin configuration in which a large exhaust turbo supercharger (4b) is installed in the exhaust passage (3S), the ignition timing change method of the first embodiment described above or the cam slide type exhaust port of the third embodiment is used. The opening timing changing method is implemented singly or in combination.

The above twin exhaust turbo superchargers (4a) (4b)
The exhaust turbo supercharger's follow-up ability during high-speed transition increases on average throughout the engine's operating range from low to high engine speeds, and acceleration performance can be maintained throughout the engine's operating range. However, if the ignition timing of the first embodiment is further delayed or the exhaust valve opening timing of the third embodiment is advanced, either alone or in combination, the exhaust turbo supercharger (4a) (4b) It is possible to improve followability during high-speed transition and improve acceleration performance.

Next, in the first to sixth embodiments described above, the ignition timing change method of the first embodiment, the cam select type exhaust port opening timing change method of the second example, or the cam slide type exhaust port timing change method of the third example. The control of the control unit 00) when the changing method is used together will be explained based on the flowchart shown in FIG.

After the start, in (a), the engine rotation speed sensor (power) and the throttle opening sensor (8
) and the clutch position sensor (9) detected,
Information such as engine speed (r), throttle opening (θ), and clutch ON/OFF is input to the control unit 0ω, and at (0), it is determined whether the clutch is OFF or not. If so, proceed to (c) and calculate the amount of change dθ in the - constant time (1) of the throttle opening (θ).
/dt, and proceed to step (d), where this throttle opening change amount dθ/dt is compared to the opening standard that distinguishes whether the engine is in steady operation, acceleration operation, or deceleration operation. Determine whether or not the value is large.

If so, proceed to (v) and set the ignition timing shown in the first embodiment to a crank angle of 10'' beyond top dead center (U), then proceed to (v) to set the ignition timing shown in the first embodiment to the second embodiment and The exhaust valve opening timing is set to "early" using either the cam select type or the cam slide type shown in the third embodiment, and the return is reached.

On the other hand, if YES in the determination of clutch OFF in (B), proceed to (G) and determine whether the engine rotational speed is greater than the minimum rotational speed within a range that does not stop the engine, and if YES, proceed to (G). Proceed to (N) above, go to (F) and reach return, and if NO, proceed to (Power) to control the ignition timing according to standard specifications, then proceed to (A) described later.Also, (D) In the determination of the throttle opening change idr/dt, if YES, proceed to (h) to calculate the amount of change dr/dt of the engine rotation speed (r) within a certain period of time, and then proceed to (su). It is determined whether the engine speed change amount dθ/dt is larger than the vehicle speed standard that distinguishes whether the engine is in a steady state, an accelerated state, or a decelerated state, and if it is small, it is in a decelerated state. Therefore, go to (*) above and go to (go) to return. If it is large, it means steady or accelerated operation, so go to (nu) and check that the standard specification ignition timing is not controlled by the igniter (11). In the case of the cam select type shown in the second embodiment, proceed to (1) and check whether the operating range is in the low rotation and low load area (L) or the high rotation and high load area (H). judge. Here, since the amount of exhaust gas is not large in the low rotation and low load region, we proceed to the normal opening exhaust valve cam of the second embodiment, which opens slowly.
25a) (25b) is selected and the return is reached.In the high rotation and high load region (H), the exhaust gas amount increases and it is necessary to increase the exhaust efficiency, so the exhaust valve opening time is longer. Go to (see Figure 8) and select the early opening exhaust valve cam (26), then open the exhaust valve (22).
The opening timing is made earlier to reach the return.

In addition, in the case of the cam slide type shown in the third embodiment, even if the timing of the exhaust valve (22) is advanced, the time during which the exhaust valve (22) is open only shifts and does not increase or decrease (see Figure 12). ), there is no need to select the operating range in (l), so after ignition timing control according to the standard specifications in (nu), proceed to (wa) shown by the broken line and select the exhaust valve cam (25).
Slide it toward a slow opening to reach the return.

In addition, in the determination of the engine rotation speed in (g) above, the flow (A) when the NO engine rotation speed is lower than the minimum engine rotation speed proceeds to (2) in the cam selection method of the second embodiment, and In the example cam slide type (wa)
Then, the exhaust valve is set to open slowly and returns.

Although this flowchart is shown as using both the method of delaying the ignition timing and the method of advancing the exhaust valve opening timing, in the case of the method of changing the ignition timing of the first embodiment, from the start (A) ([1) (H) ) (d) (ne) and (a) (u) ()) (ne), omitting (f) and reaching the return, and the cam select of the second embodiment. If only the exhaust boat opening timing change method is used, please refer to this flowchart (N)
and (wa) are omitted, and in the case of the cam select type exhaust boat opening timing changing system of the third embodiment, (ne), (ru) and (sa) are omitted from this flowchart.

(Effects of the Invention) According to the control device for an engine with an exhaust turbo supercharger according to the present invention as described above, the operating state detection means for detecting the engine speed, throttle opening, clutch position, etc. A timing change means that operates to delay the ignition timing or open the exhaust port early when the exhaust gas energy is decreasing, and a control means that operates the timing change means based on information from the operating state detection means. As a result, when the engine is decelerating or the clutch is not engaged, the exhaust gas energy is insufficient, and the rotation of the exhaust turbo supercharger is attenuated. The phenomenon of decreased responsiveness can be resolved by delaying the ignition timing or advancing the opening timing of the exhaust port, thereby shortening the engine's combustion process and emitting exhaust gas while retaining a certain amount of energy. However, it is possible to improve acceleration performance when the engine is decelerating or the clutch is not engaged.

[Brief explanation of the drawing]

1 to 3 show the first embodiment, FIG. 1 is a diagram showing the main part of the exhaust passage of an engine with an exhaust turbo supercharger,
The figure is a diagram comparing the magnitude of exhaust energy when the ignition timing is normal and when the ignition timing is delayed, and FIG. 3 is a block diagram showing the control structure of the ignition timing. 4 to 9 show the second embodiment, FIG. 4 is a joint sectional view of the valve mechanism, FIG. 5 is a detailed view of the valve mechanism on the exhaust valve side,
Fig. 6 is a plan view of Fig. 5, Fig. 7 is a block diagram showing the control structure for selecting the exhaust valve cam, and Fig. 8 shows the exhaust gas when the exhaust port opens normally and when the exhaust port opens earlier. The valve opening/closing state diagram, FIG. 9, is a diagram comparing the magnitude of exhaust energy when the exhaust port opening timing is normal and when the exhaust port opening timing is advanced. Fig. 10 to Fig. 12 show the third embodiment, Fig. 10 is a joint sectional view of the valve mechanism, Fig. 11 is a structural diagram for sliding the exhaust valve cam, and a control system block diagram is also shown. FIG. 12 is an intake/exhaust port opening/closing state diagram showing both the normal case and the case where the exhaust boat is opened early. 13 to 15 show the fourth embodiment, and FIG. 13 is a diagram showing the main part of the exhaust passage of an engine with an exhaust turbo supercharger, which has two independent exhaust ports that open and close individually. 1
Figure 4 is a diagram showing the opening/closing operation range of the waste gate valve installed in the exhaust passage, and Figure 15 is a diagram showing the opening/closing status of the intake/exhaust boat, showing both the normal and advanced exhaust ports. It is. FIG. 16 shows a fifth embodiment, in which the exhaust gas is provided with a huge volume in the exhaust passage on the early opening side of an engine equipped with an exhaust turbo supercharger, which has two independent exhaust ports that open and close individually. FIG. 17, which is a diagram showing the main part of the passage, shows the sixth embodiment, in which an exhaust turbo supercharger is provided separately in two exhaust passages that communicate with two independent exhaust ports that open and close individually. FIG. FIG. 18 is a flowchart showing an example of control according to the present invention. 1...Cylinder 2.2a, 2b...Exhaust port 2
P...First exhaust boat 2S...Second exhaust boat 3...Exhaust passage 3P...First exhaust passage 3S...Second exhaust passage 4...Exhaust turbo supercharger 5...Turbine
6.Compressor 7..Engine speed sensor (operating state detection means) 8..Throttle opening sensor (operating state detection means) 9..Clutch position sensor (operating state detection sensor) 10..Control unit (control jB Means) 11.
・Igniter (ignition timing changing means) 12...Spark plug 21...Intake boat 22...Exhaust valve
23...Intake valve 24...Camshaft 26...Exhaust valve cam for early valve opening (exhaust valve opening timing changing means) 32...Rocker arm for early valve opening (exhaust valve opening timing changing means) 36...Cam select Device (exhaust valve opening timing changing means) 52...Cam slide device (exhaust valve opening timing changing means) Fig. 1. Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Early ← Exhaust coat opening timing → Late Figure 10 Figure 11 Figure 12 Figure 131g 25 2bi 5b Zubi

Claims (1)

[Claims] Timing for changing at least either the ignition timing or the opening timing of an exhaust port in an engine equipped with an exhaust turbo supercharger that rotates a turbine with exhaust gas and supercharges intake air with a compressor driven by the turbine. a changing means; a driving state detecting means for detecting a decelerating state of the engine or a disengaged state of a clutch in the transmission; and receiving an output from the driving state detecting means, and adjusting the exhaust gas from the ignition timing when decelerating or when the clutch is disengaged. 1. A control device for an engine with an exhaust turbo supercharger, comprising: a control means for controlling the timing changing means so as to shorten the period until the port opens.